REESE  LIBRARY 

OF  THK 

UNIVERSITY  OF  CALIFORNIA. 

Deceived  ,190     . 

-Accession  No.          8 301 7.   Class  No. 


-u-lf-U-U-ru-u- 


4 


HANB  B©©K 


CORLISS  STEAM  ENGINES. 


DESCRIBING    IN    A    COMPREHENSIVE    MANNER 
THE  ERECTION  OF  ENGINES,  THE  ADJUST- 
MENT OF  THE  CORLISS  VALVE  GEAR, 
AND  THE  CARE  AND  MANAGEMENT 
OF  CORLISS  STEAM  ENGINES. 


,  Jl* 


SECOND    EDITION. 


THE  AMERICAN  INDUSTRIAL  PUBLISHING  Co. 

PUBLISHERS. 

BRIDGEPORT,  CONNECTICUT,  U.S.A. 
1899. 


COPYRIGHT   1898. 

F.  W.  SHILLITTO,  JR. 


PREFACE. 


THE  demand  for  an  elementary  treatise 
on  the  Corliss  Engine  has  induced  me 
to  undertake  the  preparation  of  this  volume. 
It  is  presented  with  no  journalistic  preten- 
sions and  with  no  ambition  save  the  ad- 
vancement and  welfare  of  the  younger  mem- 
bers of  our  chosen  calling.  It  has  been  the 
aim  of  the  author  to  set  forth  the  principles 
governing  the  subject  matter  in  language 
free  from  unnecessary  technicalities  and  as 
concisely  as  possible. 

While  a  few  indicator  diagrams  have 
been  introduced  from  the  author's  practice 
for  the  purpose  of  illustrating  certain  points, 
no  attempt  has  been  made  to  treat  at  length 
on  this  subject,  as  the  fraternity  is  well  sup- 
plied with  most  admirable  works  on  this  line. 

Should  this  volume  be  the  means  of  im- 
parting the  desired  knowledge  to  its  readers 
the  author  will,  indeed,  be  amply  repaid  for 
the  effort. 

THE  AUTHOR. 
JUNE,  1898. 

83017 


TABLE  OF  COXTEtfTS. 

PART    I. 
Erecting  Corliss  Steam  Engines. 


CHAPTER  I.  PREPARING  FOUNDATIONS. 

II.  REFERENCE  LINES  FOR  LOCATING. 

III.  TEMPLATES. 

IV.  FOUNDATIONS. 

V.  PLACING  MAIN  PARTS  IN  POSITION. 

VI.  LINING  AND  LEVELING. 

VII.  ASSEMBLING  THE  MOVING  PARTS. 


PART  II. 
Adjusting  Corliss  Valves. 


CHAPTER  I.  THE  VALVES. 

II.  VALVE  GEARS. 

III.  SQUARING  THE  VALVES. 

IV.  DASH  POT  RODS. 

V.  ECCENTRIC  ROD,  ROCKER  ARM  AND 

REACH  ROD. 

VI.  CENTERING  THE  ENGINE. 

VII.  SETTING  THE  ECCENTRIC. 


VIII.  ADJUSTING  THE  GOVERNOR. 

IX.  INDICATOR  DIAGRAMS. 

X.  A  FEW  POINTERS. 

XI.  DOUBLE  PORTED  VALVE  AND  LONG 

RANGE  CUT-OFF. 

XII.  TABLES  AND  MEMORANDA. 

XIII.  THE  REYNOLDS-CORLISS    ENGINE. 

XIV.  "     HARRIS-CORLISS 

XV.        "     PHILADELPHIA- CORLISS     " 
XVI.        '•     ECLIPSE-CORLISS  " 

XVII.        "     COLUMBIAN-CORLISS          •' 
XVIII.        "     FILER  &STOWELL-CORLISS" 
XIX.        "    GEO  H.  CORLISS 
XX.        "     SIOUX.CORLISS 

XXI.  "      VlLTER-CORLISS 

XXII.        "     BATES-CORLISS 

XXIII.  "     WATTS-CAMPBELL  CORLISS  ENGINE 

XXIV.  "       FlSHKILL-CORLISS 


ERECTING   CORLISS   ENGINES. 


PART  I. 

CHAPTER  I.  PREPARING  FOUNDATIONS. 

When  a  new  engine  is  to  be  installed 
it  is  to  be  expected  that  the  engineer 
in  charge  should  be  qualified  to  offer 
valuable  suggestions  regarding  loca- 
tion, etc.,  also  to  perform  the  actual 
work  of  erection  if  called  upon  to  do 
so. 

The  following  explanation  of  the 
method  of  procedure,  aside  from  a 
few  suggestions  regarding  location, 
preparing  the  ground,  etc.,  will  apply 
as  well  to  the  erection  of  the  motive 
power  for  an  entirely  new  manufac- 
turing plant  as  to  an  addition  to  a 
plant  already  in  use. 

We  will  assume  that  it  has  been 
decided  to  install  a  new  engine  to  re- 
place one  which  can  no  longer  drive 
the  manufacturing  plant  at  its  full 
capacity.  The  first  thing  to  consider 
is  the  location.  Generally  speaking 
the  engine  should  be  located  as  cen- 
trally as  possible  as  regards  the  dis- 
tribution of  power,  that  is,  in  case  a 
long  line  of  shafting  is  to  be  driven, 
it  will  be  much  better  to  locate  about 


10  HAND  BOOK  OF 

the  middle  of  the  line,  if  possible,  than 
drive  it  from  one  end,  as  for  a  given 
amount  of  power  to  be  transmitted  a 
lighter  shaft  can  be  used  in  the  former 
position  than  is  possible  in  the  latter. 
Of  course  it  is  not  advisable  to  separate 
the  engine  and  boiler  rooms  by  any 
great  distance  if  it  can  be  avoided,  but 
the  inevitable  loss  of  time  due  to  shut- 
ting down  the  plant  long  enough  to  re- 
move the  old  engine  and  foundation, 
build  new  foundations  and  erect  the 
new  engine  upon  the  site  of  the  old  one, 
will  usually  far  more  than  offset  any 
gain  by  having  a  compact  plant.  At 
the  present  day,  with  our  admirable 
non-heat-conducting  coverings,  return 
traps,  steam  loops,  etc.,  it  is  possible 
to  conduct  steam  to  considerable  dis- 
tances with  but  very  trifling  losses 
from  radiation  and  condensation. 

There  are  many  other  points  than 
those  enumerated  which  must  be  con- 
sidered in  deciding  upon  the  location, 
for  every  particular  case  has  special 
peculiarities. 

In  a  new  manufacturing  plant  there 
should  be  very  little  difficulty  in  decid- 
ing upon  the  location  of  the  motive 
power,  and  yet  it  is  regrettable  that 
there  exists  to-day  so  many  examples 
of  short-sightedness  in  this  respect, 


CORLISS   STEAM   ENGINES.  11 

such  as  engine  rooms  without  cellars, 
with  steam  and  water  pipes  running 
under  the  floor  where  there  is 
barely  room  enough  to  crawl,  to  say 
nothing  of  doing  effective  work,  when 
repairs  have  to  be  made,  in  such 
cramped  quarters,  and  engines  located 
right  out  in  the  main  shop  \vithout  any 
protection  against  dust  and  dirt. 

Having  decided  upon  the  location 
for  our  new  engine,  the  ground  must 
be  staked  out  for  the  foundation  exca- 
vation— the  drawings  furnished  by 
the  engine  builders  giving  all  the  re- 
quired dimensions — the  principal  re- 
quirement being  that  it  be  dug  with 
its  longest  side  perpendicular  to  the 
line  shaft  in  the  factory. 

The  nature  of  the  soil  met  with  wrill 
have  its  effect  upon  the  method  of  pre- 
paring for  the  foundation  proper, 
therefore  it  is  impossible  to  state  a 
general  rule  governing  all  cases.  A 
practical  mason,  experienced  in  this 
line  of  work,  would  be  the  most  likely 
person  to  decide  upon  what  is  to  be 
done  in  unusual  cases,  but  the  follow- 
ing has  been  found  to  meet  ordinary 
requirements. 

Carry  the  excavation  down  about 
twenty  inches  below  where  the  bottom 
of  whore  the  brick-work  is  to  begin, 


12  HAND  BOOK   OF 

have  its  surface  levelled  and  thor- 
oughly tamped,  keeping  it  quite 
damp  while  the  tamping  is  be- 
ing done.  After  it  has  been  given  a 
good,  honest  ramming  fill  in  this  extra 
depth, — a  thin  layer  at  a  time — with 
a  concrete  composed  of  five  parts  of 
broken  stone,  two  parts  of  clean,  sharp 
sand  and  one  part  of  Portland  cement. 
As  each  layer  is  put  in,  tamp  it  down 
well  before  putting  in  the  next  lay- 
er until  the  required  thickness  is 
reached. 

This  will  take  time  but  it  will  be 
time  wrell  spent,  as  it  must  be  remem- 
bered that  even  a  poorly  built  engine 
may  run  well  upon  a  good  foundation, 
while  the  best  engine  built  will  not 
give  satisfaction  if  set  upon  a  poor 
foundation.  Pay  no  attention  to  those 
who  advocate  economizing  in  material 
and  use  only  the  best. 

The  concrete  bed  should  be  given 
time  to  harden  thoroughly  before 
starting  upon  the  foundation  proper. 


CORLISS  STEAM  ENGINES.  13 


CHAPTER  II.      REFERENCE   LINES. 

When  the  engine  is  set  up  its  crank 
shaft  must  lie  parallel  with  the  line 
shaft — or  jack  shaft  if  there  is  one— 
in  the  factory,  consequently  the  cen- 
ter line  through  the  engine  must  stand 
at  a  right  angle  or  perpendicular  to 
this  line  shaft,  therefore  it  will  be  nec- 
essary to  bring  a  line  into  the  new  en- 
gine room  to  set  the  template  to. 
Targets  may  be  then  set  up  in  the  en- 
gine room  and  this  reference  line  pre- 
served, for  we  shall  have  a  use  for  it 
later. 

Select  two  points  on  the  line  shaft 
as  far  apart  as  possible,  and  clear  a 
space  under  the  shaft  between  these 
two  points,  then  caliper  the  shaft  and 
see  that  the  spots  selected  are  of  the 
same  diameter,  and  if  so  we  can  go 
ahead,  but  if  they  are  of  different 
diameters,  allowance  must  be  made 
for  the  difference,  and  the  points 
which  we  are  to  locate  upon  the  floor, 
corrected  accordingly,  for  it  must  be 
understood  that  it  is  the  line  through 
the  center  of  the  line  shaft  that  we  de- 
sire to  locate.  Under  the  points  se- 
lected tack  down  squares  of  hard 


14  HAND  BOOK   OF 

wood,  or  better  yet  new  sheets  of  tin 
to  carry  the  points. 

You  will  now  require  a  reliable 
plumb  bob.  The  affair  usually  sold 
in  the  hardware  stores,  made  of  brass 
are  usually  cast  hollow  and  filled  with 
lead,  and  I  have  never  seen  one  which 
could  be  relied  upon  to  locate  a  point. 
Let  one  of  these  get  to  spinning,  and 
ninety-nine  times  in  a  hundred  its 
point  will  describe  a  circle,  thus  prov- 
ing its  center  of  gravity  to  be  any- 
where but  directly  over  its  point 
where  it  should  be.  There  are  to  be 
found  upon  the  .  market  cylindri- 
cal plumb  bobs,  bored  and  turn- 
ed from  the  solid  bar,  and  filled 
with  mercury  (quick  silver);  they  are 
reliable  and  are  made  by  a  firm  with 
a  reputation  for  producing  accurate 
tools. 

The  writer  some  years  ago,  having 
the  difficulty  mentioned  above,  made 
an  experimental  plumb  bob  of  cast 
iron  and  tool  steel  (gleanings  from  the 
scrap  pile)  weighing  two  and  one  half 
pounds,  which  has  given  excellent  re- 
sults. It  is  illustrated  in  Fig.  1, 
which  gives  the  dimensions.  It  will 
be  seen  that  it  may  be  used  either  end 
up,  by  reversing  the  weight  upon  the 


CORLISS   STEAM   ENGINES.  15 

steel  spindle,  but  it  is  much  steadier 
when  used  as  shown. 

Eeturning  to  our  shaft  we  now 
plumb  down  and  locate  points  upon 
the  spots  prepared  to  receive  them, 
as  shown  at  a  and  b  in  Fig.  2.  Now 


Fig.  1. 

drive  a  fine  nail  half  the  diameter  of 
the  line  to  one  side  of  point  a  and 
attach  a  fine  braided  line  to  it,  and 
stretch  the  line  through  point  b  and 
fasten  it  to  another  wire  nail  a-  few 
feet  beyond,  as  at  c.,  then  by  tapping 


16 


HAND  BOOK  OF 


Fig.  2. 


COBLISS   STEAM   ENGINES.  17 

the  nails,  which  support  the  line,  side- 
ways, the  line  may  be  made  to  exactly 
cut  through  points  a  and  b  which  it 
is  rquired  to  do.  It  will  be  a  good 
idea  to  plumb  down  from  the  shaft 
again  from  points  a  foot  or  two  inside 
the  original  points,  thus  proving  the 
setting  of  the  line.  You  cannot  be 
too  particular  in  laying  out  this  line, 
because  if  it  is  out  ever  so  little,  all 
lines  taken  from  it  will  be  out  accord- 
ingly. 

Kow  select  a  point  upon  the  line  op- 
posite the  door  opening  into  the  en- 
gine room — as  at  x  in  the  figure — lay 
off  on  the  line  at  each  side  of  x  and, 
say  six  feet  from  it,  points  dd.  For 
these  measurements  use  only  a  light 
baton  ten  feet  or  more  long,  laying 
the  required  distance  off  upon  it,  then 
transfer  it  to  the  line.  Long  measure- 
ments made  with  a  two  foot  rule  or 
ordinary  tape  measure  are  apt  to  be 
-unreliable.  Drive  sharp  pointed  wire 
nails,  one  through  each  end  of  the  ba- 
ton with  their  points  projecting  from 
the  same  side;  this  we  will  use  as  a 
tram  and  lay  off  from  points  dd,  the 
intersecting  arcs  yy.  These  latter  had 
better  be  scribed  upon  sheets  of  tin  as 
before. 


18  HAND  BOOK   OF 

Stretch  another  line  through  points 
jj  (where  the  arcs  intersect)  down  the 
engine  room  and  fasten  it  temporarily 
in  this  position.  This  line  is  shown  at 
AB.  The  next  thing  to  do  is  to  set 
up  the  "targets"  C  D,  which  are  to  re- 
main as  permanent  reference  points 
until  the  work  is  completed  and  the 
engine  running. 

Get  two  pieces  of  clear  pine  four 
inches  wide  and  two  feet  long,  about 
one  inch  thick,  also  four  pieces  of 


y          u 

Pig.  3. 

about  the  same  width  and  thickness, 
but  about  a  foot  long,  and  nail  them  to 
the  wall  about  four  feet  above  the 
floor,  with  the  middle  of  the  length  of 
the  long  piece,  opposite  wThere  the  cen- 
ter line  of  the  engine  will  come,  by 
measuring  roughly  from  line  A  B., 
and  be  sure  to  have  the  top  edge  of  the 
target  level.  The  target  will  then  ap- 
pear like  Fig.  3. 

If  the  belt  holes  have  already  been 
located  in   the  wall    take   this  for  a 


CORLISS    STEAM   ENGINES.  19 

starting  point;  if  not  find  where  it  is 
intended  to  locate  the  receiving  pul- 
ley on  the  line  shaft  and  measure  back 
from  this  point  to  the  line  A  B,  and 
transfer  this  distance  to  a  point  upon 
the  wall  inside  the  engine  room.  The 
distance  between  the  center  line  of  the 
engine  and  the  center  of  the  band 
wheel  having  been  located  upon  the 
template  it  is  obvious  that  these 
points  upon  the  template  and 
the  wall  must  be  opposite  each  other, 
therefore  measure  back  from  the  lo- 
cation of  the  belt  wheel  center,  a  dis- 
tance equal  to  the  distance  between 
the  engine  line  and  belt  wheel  center, 
and  locate  point  h  upon  the  target  D. 
Measure  the  distance  from  line  A  B, 
to  point  h  on  target  D  (using  a  baton 
for  this  purpose)  and  going  to  the  oth- 
er end  of  the  line  A  B  locate  point  i, 
the  same  distance  from  A  B,  upon  tar- 
get C.  The  points  h  and  i  can  be  made 
permanent  by  making  a  deep  knife 
cut  or  scratch  upon  the  top  edges  of 
the  targets,  using  a  small  try  square 
to  guide  the  blade.  It  will  be  well 
to  put  up  another  set  of  targets  high 
enough  above  the  first  ones  to  be  out 
of  reach  of  accident  or  persons  bent 
on  mischief.  This  is  easily  accom- 
plished by  plumming  up  from  the 


20  HAND   BOOK   OF 

lower  ones.     The  lines  may  be  taken 
up  now. 

If  it  is  possible  to  obtain  the  use  of 
a  surveyor's  transit  for  a  little  while 
the  reference  line  through  the  engine 
room  may  be  quickly  and  accurately 
located,  the  method  being  about  as 
follows:  Select  a  point  opposite  the 
engine  room  door  and  at  this  point 
plumb  down  from  the  shaft  to  a  sheet 
of  tin  upon  the  floor  thus  locating  a 
point  to  start  from,  and  set  up  the 
transit  with  its  plumb  bob  exactly 
on  this  point,  and  level  the  instrument 
in  each  direction  by  the  aid  of  the  ad- 
justing screws  under  the  frame.  Se- 
lect a  point  upon  the  shaft,  (being 
careful  about  the  shaft  diameter  as 
before)  as  far  away  from  the  transit 
as  possible,  and  suspend  a  plumb  line 
over  the  same  side  of  the  shaft  as  was 
used  to  plumb  from  before,  letting  the 
bob  hang  in  a  pail  of  water  to  bring  it 
to  rest  quickly.  Now  train  the  tele- 
scope upon  this  plumb  line,  bringing 
the  cross  hairs  to  bear  upon  it.  Take 
the  reading  of  the  horizontal  vernier 
and  then  swing  the  scope  around  ex- 
actly 90  degrees,  (as  indicated  upon  the 
vernier)  training  it  through  the  en- 
gine room  door.  Set  up  a  target  at  B, 
(fig.  2.)  and  the  cross  hairs  will  exactly 


COKLISS  STEAM  ENGINES.  21 

locate  one  end  of  line  A  B  upon  it. 
This  being  marked  and  a  target  being 
temporarily  erected  across  the  door- 
way, the  other  end  of  the  line  may  be 
as  readily  established.  This  line  may 
now  be  transferred  to  targets  C  D  as 
before. 


22  HAND  BOOK  OF 


CHAPTER  III.      THE  TEMPLATE. 

In  building  the  foundation  proper 
it  will  be  necessary  to  have  a  tem- 
plate, or  pattern  of  the  engine  base, 
with  all  anchor  bolts  accurately  lo- 
cated thereon,  to  be  used  as  a  guide 
for  the  mason  to  work  to,  so  while 
waiting  for  the  completion  of  the  pre- 
liminary work  it  will  be  advisable  to 
get  one  out,  if  one  has  not  been  fur- 
nished by  the  engine  builders. 

The  drawing  referred  to  in  Chapter 
I  should  give  the  exact  location  of 
each  bolt  hole,  as  compared  with  the 
center  line  of  the  engine,  and  the  cen- 
ter line  of  the  crank  shaft,  so  we  will 
transfer  these  points  on  to  the  tem- 
plate, which  wTill  of  course  be  the  full 
size  of  the  engine  base. 

One  inch  boards  eight  inches  wide 
will  answer  for  the  main  parts  of  the 
template,  and  one  inch  by  six  inches 
will  be  all  right  for  cross  pieces  rep- 
resenting the  engine  feet,  also  the  di- 
agonal brace.  The  drawing  will  also 
give  the  distance  from  the  center  line 
of  the  engine  to  the  center  of  the  fly 
wheel,  which  should  also  be  laid  off 
upon  the  template.  The  template 
when  completed  will  appear  like  Fig.  4. 


CORLISS  STEAM  ENGINES. 


flj.l 


I 


BEAR.IH<. 


rFJSTEK.  Ofi^fi^clB^^iJAFO: 


Fig.  4. 


HAND  BOOK  OF 


The  bolt  holes  should  be  bored  in 
the  template,  of  such  size  as  will  fit 
the  bolts  snugly. 

The  anchor  bolts  should  not  be 
"built  in"  under  any  circumstances, 
owing  to  the  difficulty  in  getting  their 
length  above  the  cap  stones,  or  sole 
plates,  just  right,  also  of  replacing 
one  should  it  at  any  time  be  necessary 
to  do  so. 

As    casings   for   the   anchor   bolts, 


Fig.  5.. 

tapering  square  wooden  spouts  of 
about  five  eighth  inch  stuff  should  be 
built,  long  enough  to  reach  from  the 
top  of  the  "bottom  stones"  or  anchor 
plates,  to  the  bottom  of  the  cap  stones, 
and  having  their  inside  measure  at  the 
top,  one  and  one  half  inches  larger  than 
the  diameter  of  the  bolt,  while  their 
bottom  end  may  be  just  large  enough 
to  allow  the  bolt  to  enter  freely.  Their 
appearance  will  be  like  Fig.  5. 


UNIVERSITY 

CORLISS  STEAM  EN 


CHAPTER  IV.      FOUNDATIONS. 

Undoubtedly  the  best  material  for 
an  engine  foundation  is  a  good  qual- 
ity of  hard  brick,  laid  in  a  mortar 
composed  of  equal  parts  of  sand  and 
Portland  cement,  using  a  liberal  sup- 
ply of  water  upon  the  brick.  A  good 
plan  is  to  lay  up  a  course  or  two 
around  the  outer  edge  of  the  founda- 
tion, dividing  up  the  enclosed  space 
thus  formed,  by  laying  partitions  across 
it,  for  convenience  in  working,  and, 
being  sure  the  outside  courses  are 
tight,  pour  in  a  supply  of  mortar  al- 
most as  thin  as  is  used  for  grouting, 
and  lay  the  brick  right  in  it  bedding 
them  well  down  and  together.  Then 
wash  all  the  chinks  full  of  mortar,  be- 
fore starting  another  thickness.  This 
method  has  been  used  several  times 
by  the  author  and  has  given  excellent 
satisfaction. 

The  concrete  sub-foundation  having 
become  thoroughly  seasoned  we  will 
proceed  to  set  up  the  template.  This 
may  be  supported  by  a  frame  work 
built  up  from  the  floor  or  it  may  be 
suspended  from  the  ceiling  above,  the 
latter  being  preferable,  when  it  can  be 
conveniently  done,  owing  to  the  extra 
facilities  thus  afforded  for  getting 
around  under  the  template. 


HAND   BOOK   OP 


Stretch  a  line  between  the  targets— 
C  D,  fig.  2 — through  points  h  and  i, 
and  draw  it  very  tightly  and  which- 
ever method  of  supporting  the  tem- 
plate is  used,  place  it  under  the  line 
at  a  height  above  the  concrete  equal 
to  the  depth  of  the  foundation,  and 
approximately  center  it  by  plumming 
down  from  the  line  onto  the  center 
line  on  the  template.  If  it  is  suspend- 
ed, after  getting  the  perpendiculars 
up,  it  may  be  drawn  either  one  way  or 
the  other  as  is  required  to  accurately 
center  it,  by  diagonal  braces.  After 
it  has  been  securely  fastened  any  tem- 
porary support  may  be  removed. 

Suspend  plumb  lines  through  the 
centers  of  the  bolt  holes  in  the  tem- 
plate, which  will  give  the  proper  loca- 
tion for  the  holes  in  the  anchor  plates, 
or  bottom  stones, — which  are  heavy 
iron  plates  or  square  cut  stones  with 
holes  drilled  so  that  the  bolts  may 
pass  through  them, — which  are  to  be 
set  in  after  say  four  courses  of  brick- 
work have  been  laid,  leaving  "pock- 
ets" directly  underneath  the  anchor 
plates,  for  putting  the  washer  and  nut 
on  the  bottom  ends  of  the  bolts.  Af- 
ter the  anchor  plates  have  been  set  in, 
the  wooden  casings  may  be  placed  in  po- 
sition and  the  bolts  with  their  top  nuts 


COKLISS    STEAM   ENGINES.  27 

on  dropped  through  their  respective 
holes  in  the  template,  cases,  and  an- 
chor plates,  and  their  weight  support- 
ed by  blocking  under  their  ends  in  the 
pockets.  The  cases  should  then  be 
adjusted  so  as  to  leave  an  equal  space 
all  around  the  bolts  at  their  top  and 
then  nailed  in  this  position  to  the  tem- 
plate. The  brickwork  will  now  be 
plain  sailing  until  the  time  has  arrived 
to  set  the  cap  stones,  when  it  will  be 
necessary  to  remove  the  template. 
The  tops  of  these  cap  stones  on  the 
main  portion  of  foundation  should  all 
lie  level  and  in  the  same  plane,  as 
nearly  as  possible;  the  stone  under  the 
outboard  bearing  is  usually  eighteen 
or  twenty  inches  higher  than  the  oth- 
ers, the  drawing  giving  this  required 
data. 

Figure  6  illustrates  a  brick  founda- 
tion with  iron  anchor  plates,  extend- 
ing through  from  side  to  side,  and 
granite  cap  stones,  which  will  be 
found  to  give  satisfaction.  We  consid- 
er that  heavy  cast  iron  plates,  well 
ribbed  on  their  backs  (top  sides),  with 
bolt  holes  cored,  are  just  as  reliable 
as,  and  less  expensive  than,  cut  bot- 
tom stones. 

After  the  bond  between  the  cap 
stones  and  the  brick  has  thoroughly 


28 


HAND  BOOK  OF 


CORLISS  STEAM  ENGINES.  29 

set,  the  tops  of  the  stones  under  the 
cylinder,  frame,  and  main  bearing 
should  be  dressed  so  that  they  are 
level  and  their  top  surfaces  all  lie  in 
the  same  plane.  They  should  not  re- 
quire much  dressing,  for  a  good  ma- 
son can  make  them  lie  very  nearly  as 
required  without  much  trouble.  A 
long  straight  edge,  a  reliable  level 
and  a  good  bush  hammer  are  all  the 
tools  required  for  this  work. 


30  HAND  BOOK  OF 


CHAPTER      V.         PLACING      THE      MAIN 
PARTS. 

When  the  time  comes  to  get  in  the 
main  parts  of  the  engine  arrange  it  so 
they  will  come  in  proper  order,  that 
is  the  parts  belonging  farthest  from 
the  entrance,  should  come  in  first  so 
as  to  avoid  moving  heavy  parts  around 
as  much  as  possible. 

You  will  need,  for  levelling  the  en- 
gine about  twenty-four  iron  wedges 
about  two  inches  wide,  six  inches  long, 
and  seven  eighths  of  an  inch  thick  at 
the  large  end,  tapering  down  quite 
sharp  at  the  other.  These  will  be 
used  between  the  cap  stones  and  the 
engine  feet. 

Take  the  top  nuts  off  the  anchor 
bolts  and  let  the  bolts  drop  down  into 
the  pockets  out  of  the  way,  then  get 
in  the  half  of  the  fly  wheel  that  is 
without  the  key  way,  lower  it  down 
into  the  wheel  pit,  and  chock  it. 

Now  get  in  the  main  bearing,  frame 
and  cylinder  and  place  them  in  posi- 
tion with  wedges  well  entered  under 
their  feet,  in  the  positions  indicated 
at  x  in  Fig.  7,  and  bolt  these  parts  to- 
gether, being  careful  to  remove  all  for- 


CORLIS.-S    STEAM    ENGINES. 


81 


.    7. 


HAND   BOOK   OF 


eign  matter  from  the  surfaces  of  the 
permanent  joints  between  the  cylin- 
der and  frame,  and  between  the  frame 
and  main  bearing.  The  cylinder  and 
guide  section  have  been  together  once 
in  the  shop  and  put  in  perfect  allign- 
ment,  consequently  they  ought  to  go 
together  again  without  trouble.  In 
bolting  them  together  set  the  nuts  up 
evenly,  and  not  very  tightly,  all  round 
then  finish  by  tightening  opposite 
bolts  so  as  not  to  throw  these  parts 
out  of  line. 


Fig.  8. 


Raise  the  anchor  bolts  up  through 
the  engine  feet  and  put  the  top  nuts 
on  loosely,  leaving  ample  room  for  lev- 
elling. If  any  of  the  bolts  are  liable 
to  bind  when  moving  the  engine  side- 
ways relieve  them  now. 

Get  in  the  outboard  bearing  and  set 
it  in  position,  placing  wedges  as 
shown  at  x  in  Fig.  8,  then  with  a. 
straight  edge  placed  through  both 
shaft  bearings  level  across  to  see  if  the 


COKLISS   STEAM   ENGINES.  33 

outboard  bearing  cap  stone  is  low 
enough,  and  leave  about  five  eighths 
of  an  inch  between  the  foot  of  the 
bearing  and  the  cap  stone  for  cement 
filling,  or  if  soft  metal  or  sulphur  is  to 
be  used  a  smaller  space  may  be  left. 

Put  the  boxes  in  the  shaft  bearings 
and  place  the  shaft  in  position,  and 
put  the  washers  and  nuts  on  the  bot- 
tom ends  of  all  the  anchor  bolts. 

Set  up  the  targets  E  F,  as  in  fig.  2, 
on  a  level  with  the  engine  shaft,  after 
which  we-  are  ready  to  begin  lining 
and  levelling  the  engine. 


34  HAND  BOOK  OF 


CHAPTER  VI.      LINING  AND  LEVELLING. 

The  principal  requirements  of  lining 
an    engine  are,  that    the  center    line 
through  the  cylinder  shall  be  perpen- 
dicular to  the  center  line  of  the  crank 
shaft,  and  both  centers  must  lie  in  the 
same  plane;  the  wearing  surf  aces  of  the 
guides  must  be  parallel  to  the  center 
line  of  the  cylinder,  and,  with  bored 
cylindrical  guides,  any  plane  cutting 
through  the  center   line  of  the  cylin- 
der longitudinally,  must  also  cut  the 
center   line    of  the    guides.     With  V 
guides  it  often  happens  that  the  wear- 
ing surfaces  are  not  at  equal  distances 
from  the  center  line  of  the  engine  and 
we  could  never  quite  understand  why 
they  were  so  constructed,  yet  this  fact 
has  no  practical  bearing  upon  the  sub- 
ject as  far  as  this  style  of  guide  is  con- 
cerned. 

A  method  of  supporting  the  line 
which  has  been  used  almost  universal- 
ly for  years  consisted  of  attaching  it 
to  an  upright  located  on  the  floor  at 
the  crank  end,  the  other  end  being  held 
by  a  "spider"  or  cross-bar  in  the  head 
end  of  the  cylinder.  It  is  easily  seen 
that,  with  this  arrangment,  every  time 


CORLISS  STEAM   ENGINES.  35 

i 

the  cylinder  end  of  the  engine  was 
moved  the  line  was  carried  with  it 
which  was  very  troublesome  to  the  be- 
ginner. A  later  and  much  simpler 
way  is  to  set  up  the  line  entirely  free 
from  the  engine,  and  bring  the  engine 
up  to  the  line.  This  is  the  method  we 
shall  use. 

The  crank  shaft  must  be  brought 
parallel  with  the  line  shaft  in  the 
mill,  so  we  must  establish  a  line  in  the 
engine  room  representing  the  axis  of 
the  line  shaft.  This  line  will  be  es- 
tablished on  the  targets  E  F  in  fig.  2. 
If  there  is  no  way  of  taking  direct 
measurements  for  this  line  as  by  go- 
ing through  the  doorway  at  one  end 
and  through  the  belt  hole  near  the 
other  end,  we  must  apply  the  same 
method  as  was  used  to  bring  the  line 
A  B  into  the  engine  room  and  then 
plumb  up  to  the  targets,  locating 
points  j  j,  through  which  stretch  the 
line. 

Crowd  the  shaft  back  in  its  bearings 
— toward  the  cylinder — by  drawing 
up  the  wedges  or  setting  up  the  screws 
for  adjusting  the  quarter  boxes,  as  the 
case  may  be,  wedging  the  shaft  quite 
tightly. 

With  a  light  stick  caliper  from  each 
end  of  the  shaft  to  the  line  as  at  1  and 


36  HAND  BOOK   OF 

2,  (fig.  2).  Place  one  end  of  the  stick 
against  the  shaft  near  one  end,  bring 
the  other  end  of  the  stick  up  under 
the  line  and  make  a  fine  knife  cut  on 
the  stick  where  the  line  crosses  it. 
Make  the  other  end  of  the  shaft  come 
up  to  the  same  relative  position  by 
swinging  the  outward  bearing  as  re- 
quired. After  this  is  done  get  the 
shaft  level.  The  levelling  can  best  be 
done  with  a  plumb  line,  as  follows: 
Place  the  crank  on  the  top  quarter 
(the  crank  standing  up  vertically)  and 
suspend  a  plumb  line  from  above  so 
that  it  hangs  opposite  the  center  of 
the  crank-shaft  and  an  inch  or  two 
away  from  the  crank-pin.  Measure 
from  the  end  of  the  crank-pin  to  the 
line,  then  roll  the  crank  over  to  the 
bottom  quarter  and  measure  again. 
These  measurements  must  be  made 
equal  by  raising  or  lowering  the  out- 
board bearing  the  desired  amount. 

Always  watch  your  previous  work 
when  making  a  new  adjustment,  be- 
cause in  levelling  a  part  you  will  most 
likely  throw  it  out  of  line,  and  vice 
versa,  therefore  throughout  the  entire 
work  bring  up  the  lining  and  levelling 
together. 

When  you  have  got  the  shaft  level 
and  in  line,  tighten  up  the  anchor  bolts 


UNIVERSITY 


CORLISS   STEAM   ENGINES. 

holding  the  bearings,  taking  care  that 
the  level  or  alignment  is  not  impaired 
by  doing  so. 

Make  two  upright  frames  of  inch 
stuff,  six  inches  wide  and  long  enough 
to  come  a  few  inches  higher  above  the 
floor,  than  the  center  line  of  the  engine, 
and  put  a  two  inch  hole  in  each  up- 
right about  on  a  line  with  the  center 


9. 


line  of  the  cylinder,  as  illustrated  in 
Fig.  9.  Set  up  the  frames  one  at  each 
end  of  the  engine  with  working  room 
between  the  engine  and  the  uprights, 
and  the  holes  in  line  writh  the  center 
line  of  the  engine,  fastening  them  to 
the  floor  by  one  end  so  that  they  may 
be  swung  to  either  side  for  squaring 


JLANJ)   BOOK    OF 


the  line  with  the  crank  shaft.  A  piece 
of  three-eights  inch  round  iron  bent  as 
shown  in  Figure  9,  the  long  arm  seven 
inches  long  with  a  sixteenth  inch  hole 
drilled  through  it  three  inches  from 
the  end,  as  shown,  will  be  found  very 
convenient  for  tightening  the  line  and 
anchoring  one  end  of  it.  The  other 
end  may  be  fastened  to  a  short  piece 
of  heavy  wire  or  light  rod. 

For  a  "line'1  we  should  recommend 
very  fine  piano  Avire  as  it  is  much 
stronger  than  any  equally  fine  fibrous 
line,  and  has  a  much  nicer  surface  to 
caliper  to.  Run  the  wire  through  the 
cylinder  and  both  uprights,  fastening 
the  cylinder  end  of  it  to  a  short  piece 
of  rod  placed  crosswise  of  the  hole  in 
the  upright  at  this  end,  then  pass  the 
other  end  of  the  wire  through  the 
small  hole  in  the  bent  iron  crank, 
take  up  the  slack  by  hand,  take  a  few 
turns  around  the  iron  crank  and  cut 
off  any  surplus  wire.  By  letting  the 
small  crank  shaft  rest  against  the 
back  of  the  upright,  and  turning  the 
crank,  the  line  may  be  drawn  up  very 
tightly  after  which  the  crank  may  be 
pushed  around  and  held  fast  at  the 
back  of  the  upright  thus  securely  an- 
choring the  line. 


COKLISS   STEAM  ENGINES.  30 

The  engine  line  must  be  got  square 
with  the  crank  shaft,  passing  opposite 
the  shaft's  center,  and  exactly  over  the 
middle  of  the  crank  pin's  length.  The 
line  may  be  squared  by  the  same  pro- 
cess as  was  used  for  levelling  the 
shaft.  Inferring  to  Figure  7  it  will 
be  seen  that  the  line  is  over  the  center 
of  the  crank-pin's  length  when  the 
spaces  a  and  b  are  equal;  and  it  is 
square  with  the  shaft  when  the  mea- 
surements b  and  c  are  equal,  (c  being 
measured  with  the  crank  near  the 
other  center  as  shown  dotted  in). 
While  taking  these  measurements  be 
sure  that  all  end  play  in  the  shaft  is 
taken  up  by  crowding  it  back  toward 
the  outboard  bearing.  This  is  very 
important  and  if  not  seen  to  will  cause 
trouble. 

When  the  line  has  been  set  as  re- 
quired, fasten  the  line  supports  se- 
curely and  see  that  the  line  has  not 
been  moved  in  doing  so. 

Now  measure  up  roughly  to  find 
how  much  the  cylinder  end  is  out  hori- 
zontally and  move  it  accordingly, 
when  it  will  be  found  to  be  very  nearly 
in  its  proper  position,  and  is  ready  for 
the  first  levelling. 

Having  provided  yourself  with  a 
good  machinist's  level  about  two  feet 


40 


HAND   BOOK   OF 


long,  apply  it  to  the  bottom  of  the  cy- 
linder bore,  and  along  the  top  of  the 
steam  valve  chambers,  and  get  the  cy- 
linder level  both  ways;  at  the  same 
time  bring  the  guide  section  level,  by 
levelling  along  the  bottom  guide;  also 
plumb  across  the  finished  edges  of 
both  guides  as  illustrated  in  Figure  10. 
Get  these  spots  right,  being  sure  that 
all  the  wedges  under  the  feet  have 
good  bearings. 

Our  next   move  is  to   set  the   line 


Fig.  1O. 

level,  or  parallel  to  the  bottom  guide 
which  we  have  just  levelled,  at  the 
same  time  keeping  it  in  its  previous 
position  horizontally.  For  this  pur- 
pose make  a  caliper  of  a  piece  of  pine, 
the  long  arm  being  about  as  big  as  a 
lead  pencil,  and  with  a  thin  semicircu- 
lar base,  set  on  edge,  as  shown  at  A 
in  Figure  11,  the  total  length  of  the 
caliper  being  about  one-half  inch 


CORLISS   STEAM   ENGINES. 


41 


f 


.   11. 


4*3  HAND  BOOK  OF 

shorter  than  the  distance  from  the  line 
to  the  bottom  guide.  Drive  a  pin 
straight  into  the  end  of  the  long  arm 
to  adjust  the  caliper  by.  Caliper  from 
the  lower  guide  to  the  line  at  points 
a  and  f,  Figure  11,  as  far  apart  as  pos- 
sible, and  make  these  measurements 
equal,  at  the  same  time  keeping  the 
line  cutting  the  center  line  of  the 
crank  shaft.  For  example,  should  the 
line  be  higher  at  a  than  at  f  you  must 
lowrer  the  cylinder  end  and  raise  the 
crank  end  so  as  to  keep  the  line  oppo- 
site the  crank  shaft  center,  manipulat- 
ing it  so  as  to  get  the  measurements 
a  and  f  equal. 

It  is  obvious  that  if  the  guide  sec- 
tion is  level,  and  the  line  is  made 
parallel  with  it  on  the  same  plane  as 
the  center  of  the  crank  shaft,  the  line 
should  be  almost  in  the  exact  center  of 
the  stuffing-box  vertically.  After  lev- 
elling the  line  test  it  once  more  for 
squareness  with  the  shaft,  and  correct 
any  error  here. 

We  now  have  the  line  level,  square 
with  the  shaft,  and  on  the  same  plane 
as  the  center  of  the  .crank  shaft,  and 
the  engine  is  level.  What  remains  to 
be  done  is  to  set  the  engine  so  that  the 
line  shall  be  exactly  centered  in  the 
cylinder,  in  the  center  of  the  stuffing- 


CORLISS  STEAM  ENGINES. 


43 


box,  parallel  to  the  guides  and  over 
the  center  of  the  guides,  also  level  in 
both  directions. 

Make  a  light  wooden  caliper,  one 
half  inch  shorter  than  the  radius  of 
the  cylinder  and  stick  a  pin  straight 
into  the  end;  also  make  a  much  shorter 
one  for  the  stuffing-box. 


Fig.   12. 

You  will  now  perhaps  find  that  the 
engine  is  out  more  horizontally  than 
vertically,  so  try  to  correct  this  first. 
With  the  long  caliper  measure  in  the 
head  end  of  the  cylinder  from  points  d 
and  b,  Figure  12,  to  the  line,  and  move 
the  cylinder,  to  the  right  or  left,  as  the 
case  may  be,  so  as  to  make  these  meas- 


44 


HAND   BOOK   OF 


urements  equal.  Bring  the  stuffing- 
box  end  up  at  the  same  time  by  simil- 
arly calipering  with  the  small  caliper. 
Now  try  the  level  again,  and  don't 
try  to  get  the  last  hair's  breadth  on  the 
line  w^hen  the  level  is  out,  which  it  un- 
doubtedly will  be  if  the  cylinder  has 
been  moved  much.  If  the  level  is  out 
drive  up  the  wedges  at  the  required 
points  and  caliper  to  tUe  line  again 
both  vertically  and  horizontally. 


Fig.    13. 

We  wrill  now  see  how  the  guides 
stand  horizontally  as  compared  with 
the  line.  For  this  purpose  make  a 
wooden  straight  edge  long  enough  to 
more  than  span  across  the  edges  of 
both  guides,  drive  a  stout  wire  into 
the  middle  of  its  length,  and  use  it  as 
illustrated  in  Figure  13.  The  object 
is  to  get  the  edges  of  the  guides  paral- 


COBLISS  STEAM  ENGINES.  45 

lei  with  the  line.  Guage  from  each 
end  of  the  guides,  and  bring  the  frame 
up  as  required. 

Sometimes  if  the  cylinder  joint  is 
not  carefully  cleaned,  a  small  particle 
of  solid  matter  being  left  adhering  to 
one  of  the  surfaces,  it  will  throw  the 
guides  around  out  of  line,  or  the  same 
thing  may  result  in  the  bolting,  or  it 
still  may  have  the  appearance  of  be- 
ing out  of  line  if  one  side  of  the  frame 
is  a  trifle  lower  than  the  other,  thus 
rocking  it  to  one  side.  Try  all  these 
points,  and  if  the  guides  are  plumb 
and  the  frame  seems  to  be  out  side- 
ways, slack  up  on  the  apparently  tight 
side  of  the  cylinder  joint,  tighten  up 
on  the  opposite  side,  then  tighten  up 
the  other  side  again,  and  most  likely  it 
will  be  all  right. 

Having  got  the  cylinder  and  guides 
in  line  horizontally  and  plumb  and 
level,  bring  them  up  to  the  line  verti- 
cally following  the  same  principles  as 
before.  When  you  are  satisfied  that 
the  engine  as  a  whole  is  level  and  in 
line  as  it  stands,  see  that  the  wedges 
all  have  an  equal  bearing  and  set  up 
on  the  anchor  bolts  quite  snugly  all 
around.  Try  the  line  and  level  again 
in  all  directions,  because  it  is  possible 
to  spring  the  engine  down  or  to  rock 


46  HAND   BOOK   OF 

it  to  one  side  iii  tightening  the  bolts; 
this  must  be  remedied  by  the  wedges 
and  another  trial  made.  When  tight- 
ening up  the  bolts  quite  strongly  does 
not  disturb  the  level  nor  allignment, 
you  can  consider  the  job  done. 

Patience,  close  observation,  and  ac- 
curacy are  the  principle  requirements 
in  lining  an  engine;  without  exercising 
these  virtues  you  cannot  hope  for  suc- 
cess. ' 

The  joint  between  the  cap-stones 
and  the  engine  feet  had  better  be  made 
now.  First  stuff  some  waste  around 
the  anchor  bolts,  poking  it  down  into 
the  boxes  an  inch  or  two  after  which 
poke  sand  in  on  top  of  it;  this  wrill  keep 
the  filling  from  running  into  the  boxes 
and  grouting  the  bolts. 

If  the  space  between  the  cap  stone 
and  castings  is  three-eights  of  an  inch 
or  less,  a  filling  composed  of  seven 
parts  lead  and  one  part  antimony  will 
make  a  very  satisfactory  joint.  If 
there  are  very  thin  spaces  to  be  filled, 
spray  kerosene  into  the  opening  and 
pour  the  hot  metal  quickly  and  the 
space  may  be  very  easily  filled. 

Should  the  opening  be  half  inch  or 
larger  used  best  quality  Portland  ce- 
ment, mixed  clear  and  quite  thin. 


COKLISS    STEAM   ENGINES.  47 

Of  course  provision  must  be  made 
for  running  the  filling  just  where  it  is 
wanted,  by  making  a  dam  of  sand  all 
round  each  foot,  with  space  sufficient- 
ly wide  to  pour  the  filling. 

After  the  joints  have  been  given 
sufficient  time  to  set  thoroughly — at 
least  twenty-four  hours  if  cement  is 
used — tighten  all  the  anchor  bolts  per- 
manently. Two  men  with  a  six  foot 
wrench  is  about  right  for  a  two-inch 
bolt. 


OF   TH 


48  HAND   BOOK   OF 


CHAPTER  VII.       ASSEMBLING  THE   MOV- 
ING PARTS. 

Before  placing  the  fly-wheel  in  posi- 
tion, the  shaft  boxes  should  be  scraped 
to  a  good  bearing.  Hoist  up  the  shaft 
and  slip  on  the  eccentric,  then  lightly 
coat  the  surface  of  the  journals  with 
red  lead,  replace  the  shaft  and  roll  it 
in  its  bearings  a  few  times  to  mark 
the  babbitt  where  it  bears  too  hard. 
Scrape  down  these  "high  spots"  and 
try  it  again,  continuing  to  mark  and 
scrape  until  the  journals  bear  evenly 
in  their  boxes.  When  this  is  satis- 
factorily accomplished  give  the  jour- 
nals a  coat  of  clean  oil,  put  the  shaft 
in  place,  adjust  the  bearings  properly 
and  put  on  the  caps,  taking  care  to 
plug  the  oil  holes  to  keep  out  dirt. 

Now  turn  the  shaft  so  as  to  bring 
the  key  seat  uppermost,  and  try  the 
key  both  in  the  shaft  and  in  the  wheel 
to  see  that  it  is  a  proper  fit,  and  find- 
ing it  to  be  satisfactory,  seat  it  well 
in  its  place  in  the  shaft.  This  may 
seem  to  some  to  be  a  radical  departure 
from  the  usual  practice,  as  engine 
builders  have  been  in  the  habit  of  driv- 
ing the  keys,  which  is  all  right  with 


COELISS   STEAM  ENGINES.  49 

solid  wheels  for  obvious  reasons.  As 
regards  a  sectional  or  "split"  wheel,  a 
few  moments  study  of  the  situation 
will  convince  the  most  skeptical  that 
it  is  easier,  takes  less  time,  is  safer,  in 
fact,  is  better  every  way  to  clamp  the 
wheel  on  to  a  properly  fitted  key  than 
it  is  to  drive  the  key,  especially  if  the 
key  be  a  large  one. 

We  have  seen  keys  as  small  as  one 
inch  square  that  fitted  the  key  seats  in 
both  shaft  and  pulley  beautifully  and 
could  be  seated  in  either  with  a  few  very 
light  taps  with  a  stick  of  wood,  and, 
although  the  key  seats  were  accurate- 
ly in  line  (as  they  always  should  be), 
the  key  could  not  be  driven  without 
upsetting  and  throwing  the  wheel  out 
of  true. 

Now  carefully  clean  the  wheel  fit 
and  the  bore  and  facings  of  the  wheel, 
and  jack  the  lower  half  of  the  wheel — 
which  is  in  the  wheel  pit — up  to  its 
place  against  the  shaft.  Sling  the 
other  half,  hoist  it  into  position  and 
lower  it  into  place.  Put  in  two  hub 
bolts  diagonally  opposite  and  draw 
them  down  solidly,  then  examine  the 
holes  for  the  rim  bolts  to  see  that  they 
come  fair  when  the  edges  of  the  fly 
wheel  are  true.  Any  holes  which  do 


50  HAND  BOOK  OF 

not  come  exactly  fair  should  be  ream- 
ed true  and  new  bolts  fitted. 

It  is  by  far  the  best  plan  to  shrink 
the  hub  bolts  in.  Take  the  other  two 
hub  bolts  and  heat  them  evenly,  in  a 
wood  fire,  to  a  very  low  heat;  a  red 
heat  barely  perceptable  in  broad  day- 
light, or  "black-hot,"  is  hot  enough,  be- 
cause if  you  have  them  red  hot  they 
will  only  stretch  when  you  put  the 
wrench  on,  thus  weakening  them. 
Having  got  them  to  the  proper  heat, 
put  them  in  their  holes  and  draw  the 
nuts  up  solid  with  a  good  stout 
wrench,  and  the  shrinkage  will  do  the 
rest.  Remove  the  bolts  previously 
put  in  to  hold  the  wheel  and  treat 
them  the  same  way.  Now  bolt  the 
rim  and  you  will  have  a  job  to  be  de- 
pended upon. 

It  will  be  advisable  to  set  the  steam- 
fitters  at  work  on  the  steam  and  ex- 
haust piping  just  as  soon  as  possible 
after  the  engine  is  set,  as  we  shall 
have  a  use  for  them  before  the  piston 
and  valves  are  in.  In  the  meantime 
get  the  eccentric  strap  on,  the  rocker 
arm  and  wrist  plate  stud  set  up,  the 
wrist  plate  on,  and  the  eccentric  and 
reach  rods  connected,  and  the  gover- 
nor set  up. 


COKLISS   STEAM   ENGINES.  51 

If  the  engine  is  to  be  run  condensing 
do  not  connect  the  exhaust  pipe  to  the 
condenser  yet,  but  blank  oft  this  con- 
nection and  first  use  the  outboard  or 
"free"  exhaust.  Bolt  pieces  of  plank 
over  the  front  ends  of  the  valve  cham- 
bers and  put  the  bonnets  on  the  back 
ends.  Put  the  cylinder  head  on,  and 
clamp  a  piece  of  board  over  the  stuf- 
fing-box, using  the  gland  for  a  strap. 

Now  if  the  piping  is  finished  and  has 
been  tested  with  steam  on,  caution  the 
fireman  to  look  out  for  the  water  in  the 
boiler,  and  give  the  pipes  and  cylinder 
a  good  blast  of  steam.  Do  not  keep 
the  throttle  open  more  than  a  second 
or  two,  as  the  excessive  draught  of 
steam  may  cause  the  boilers  to  prime, 
and  thus  draw  the  water  down  dan- 
gerously low  in  the  boilers.  It  is  sim- 
ply astonishing  the  amount  of  grit 
which  may  be  removed  from  the  steam 
pipe  and  engine  in  this  manner.  This 
pipe  scale  and  core  sand  if  left  to  itself 
is  very  apt  to  seriously  injure  the 
valves,  piston  rings,  and  cylinder. 

The  writer  once  took  charge  of  a 
new  18  &  42x36  inch  cross-compound 
condensing  engine,  which  had  been  set 
up  the  year  previous  to  his  engage- 
ment, and  had  been  run  five  days  on 
trial.  When  wre  opened  the  high  pres- 


52  HAND   BOOK   OF 

sure  cylinder,  we  found  conclusive 
proof  that  this  piping  and  engine  had 
not  been  blown  out  with  steam  before 
using.  There  were  three  very  bad 
grooves  about  one-quarter  inch  wide 
extending  the  entire  length  of  the  bot- 
tom of  the  cylinder  bore,  and  upon 
looking  further,  loose  scale  and  core 
sand  was  found  in  the  exhaust  chest 
and  receiver.  Thus  it  will  be  under- 
stood that  this  steam  scouring  pro- 
cess is  well  worth  the  trouble. 

Having  repeated  the  blowing  a  few 
times,  at  intervals,  the  cylinder  may 
be  opened  and  wiped  clean.  Then 
get  in  the  piston  and  piston  rod, 
(which  in  sizes  up  to  22  inches  are 
usually  shipped  in  one  piece,  boxed). 
Take  the  piston  all  apart,  clean  it 
thoroughly,  and  examine  it  carefully 
to  see  that  all  the  parts  are  there  and 
that  they  fit  properly,  then  get  the  pis- 
ton into  the  cylinder. 

Put  in  the  chunk  ring,  packing- 
rings,  springs,  and  centering  screws, 
and  accurately  center  the  piston  in  the 
cylinder  bore,  by  calipering  from  the 
turned  boss  on  the  piston,  to  the  coun- 
ter-bore, and  adjusting  the  screws  be- 
tween the  spider  and  the  chunk  ring. 

Put  on  the  follower  and  see  that 
there  is  a  good  bearing  or  counter  sink 


CORLISS  STEAM  ENGINES.  88 

for  the  heads  of  the  bolts  to  seat 
against,  also  that  the  bolts  do  not  bot- 
tom in  the  holes  before  they  are  screw- 
ed up,  and  set  them  all  up  hard.  Re- 
member that  it  is  possible  to  put  such 
a  strain  on  these  bolts  as  to  cause 
them  to  break,  still  the  one  which 
should  happen  to  work  out,  through 
not  being  screwed  home,  may  break 
the  cylinder  head  or  the  piston,  or 
both.' 

If  the  piston  rod  is  held  in  the  piston 
with  a  nut,  screw  this  up  as  solidly  as 
possible  and  put,  say,  three  good  deep 
center  punch  marks  between  the  nut 
and  the  rod,  right  on  the  thread. 
These  will  prevent  the  nut  working 
off,  and  should  it  be  necessary  to  re- 
move it  at  any  time,  the  center  punch 
marks  may  be  easily  drilled  out  with 
a  breast  drill. 

The  piston  is  usually  marked  O  or 
T,  for  the  top,  but  if  it  is  not,  mark  it 
so  for  future  reference,  and  put  the 
same  mark  on  the  other  end  of  the  pis- 
ton rod,  near  the  thread,  so  that  in 
screwing  the  rod  into  the  cross  head, 
you  may  keep  the  piston  right  side  up. 

Get  the  cross-head  in  place  and 
screw  the  piston  rod  into  it,  and  set 
up  the  piston  rod  nut.  Before  we  go 
any  further  with  this  portion  we  had 


S  HAND  BOOK  OF 

better  adjust  the  cross-head  in  the 
guides,  the  idea  being  to  center  the 
rod  with  the  center  line  of  the  engine, 
and  as  we  have  already  centered  one 
end  of  it  when  we  centered  the  piston, 
all  that  is  necessary  now  is  to  get  the 
rod  parallel  to  the  lower  guide  by  cal- 
ipering  from  the  guide  to  the  rod, — as 
in  Figure  11,  at  a  and  f, — and  raising 
or  lowering  the  cross-head  through 
the  medium  of  its  adjusting  screws  or 
wedges.  When  you  have  adjusted  the 
bottom  shoe  satisfactorily,  adjust  the 
top  shoe  so  that  there  is  a  very  slight 
amount  of  room  between  it  and  the 
top  guide.  Now  push  the  cross-head 
to  the  other  end  of  its  travel  and  see 
that  the  top  shoe  is  as  free  there  as  at 
the  other  end,  as  it  should  be  if  the 
guides  have  been  properly  machined. 
The  next  thing  is  to  locate  -the 
"striking  points"  of  the  piston  upon 
the  lower  guide.  These  striking 
points  are  lines,  one  near  each  end  of 
and  permanently  marked  upon  the 
lower  guide  and  denote  the  position  of 
a  similar  line  upon  some  fixed  point 
on  the  cross-head  when  the  piston  is 
in  contact  with  either  cylinder  head. 
In  an  engine  whose  piston  rod  is  keyed 
into  the  cross-head  they  are  very  read- 
ily located;  but  when  the  piston  rod  is 


COBLISS   STEAM  ENGINES.  55 

screwed  iiito  the  cross-head,  unless  the 
exact  position  or  depth  has  been  mark- 
ed upon  the  rod  when  they  were  put 
together  in  the  shop,  it  wili  take  a  lit- 
tle manoeuvering  to  properly  locate  its 
exact  position.  It  is  evident  that  the 
connecting  rod  with  its  connections 
may  be  considered  as  having  a  fixed 
length,  (a  properly  fitted  rod  requires 
no  "shimming"  behind  the  brasses), 
therefore  we  will  start  with  the  rod 
and  locate  the  travel  of  the  cross-head, 
by  making  faint  "clearance"  lines  up- 
on the  guide,  and  work  back  from 
them,  to  locate  the  "striking  points." 

In  putting  on  the  connecting  rod, 
key  it  up  tightly  onto  either  pin  and 
see  that  it  points  fairly  to  the  other 
one,  thus  ascertaining  if  the  brasses 
have  been  properly  fitted.  Try  this 
from  both  pins,  and  if  much  of  an  er- 
ror is  found  here  the  brasses  should  be 
re-fitted. 

Having  the  connecting  rod  on,  place 
the  engine  on  the  crank  end  center 
and  scribe  a  faint  line  on  the  cross- 
head  and  extend  it  across  the  edge  of 
the  lower  guide;  place  the  engine  on 
the  other  center  and  scribe  another 
line, — co-incident  with  that  one  al- 
ready upon  the  cross-head, — upon  the 
other  end  of  the  guide.  These  lines 


56  HAND  BOOK  OP 

represent  the  travel  of  the  cross-head, 
consequently  the  stroke  of  the  engine. 
Next  measure  the  "inset"  of  the  cy- 
linder head  (i.  e.,  the  depth  of  that  part 
which  extends  into  the  cylinder,  meas- 
ured from  the  face  of  the  joint),  and 
transfer  this  depth  to  the  counter-bore 
and  mark  it.  Now  disconnect  the 
crank  end  of  the  connecting  rod,  and 
let  it  rest  on  blocking,  or  hang  sus- 
pended by  the  tackle  used  to  put  it  in 
place,  and  draw  the  piston  up  against 
the  frame  head.  Cut  a  straight  stick 
— a  piece  of  seven-eights  stuff  two  or 
three  inches  wide  is  just  the  thing — 
accurately  to  the  length  of  the  stroke 
of  the  engine,  with  the  ends  square, 
verify  it  by  comparing  it  with  the 
marks  laid  off  on  the  guide,  and,  find- 
ing it  correct  lay  it  on  its  edge  in  the 
cylinder  with  one  end  up  against  the 
piston.  The  distance  between  the 
end  of  the  stick  and  the  position  of  the 
cylinder  head  inset  as  marked  in  the 
counter-bore  will  be  the  sum  of  the 
clearance  for  both  ends.  Suppose 
this  measures  five-eights  of  an  inch, 
it  is  evident  that  the  clearance  will  be 
five-sixteenths  of  an  inch  in  each  end, 
that  is  the  piston  should  be  made  to 
travel  to  within  five-sixteenths  of  an 
inch  of  each  head. 


CORLISS  STEAM  ENGINES.  57 

Now  push  the  cross  head  to  the 
head  end  of  its  stroke  as  will  be 
indicated  by  the  marks  on  it  and  the 
guide  being  in  line,  and  turn  the  piston 
rod  into  or  out  of  the  cross  head  as  re- 
quired to  bring  the  piston  five  six- 
teenths of  an  inch  further  in  the  cy- 
linder than  the  mark  in  the  counter 
bore,  and  secure  the  rod  in  this  posi- 
tion, previously  seeing  that  the  O  on 
the  rod  is  on  top.  Now  draw  the  pis- 
ton up  against  the  frame  head,  when 
the  mark  on  the  cross-head  will  be 
found  to  have  travelled  by  the  one  on 
the  guides  just  five-sixteenths  of  an 
inch.  You  may  now  make  a  perman- 
ent line  on  the  guide  in  line  with  that 
on  the  cross  head;  then  push  the  pis- 
ton up  to  the  mark  in  the  counterbore 
in  the  head  end  and  the  lines  on  the 
cross  head  and  guide  at  this  end  of  the 
stroke  will  be  five-sixteenths  apart 
also.  Make  a  permanent  line  at  this 
end,  same  as  at  the  other.  The  marks 
nearest  to  the  ends  of  the  guide  are 
the  "striking  points1'  and  should  be 
marked  O  as  should  the  line  on  the 
cross  head.  You  can  now  verify  the 
work. 

It  is  a  good  plan  to  put  a  prick- 
punch  mark  in  the  center  of  the  O  on 
the  piston  rod  and  another  one  upon 


68  HAND   BOOK   OI1 

the  cross  head  some  even  number  of 
inches  from  the  one  on  the  rod.  Lay 
off  the  distance  upon  some  finished 
part  of  the  frame  for  future  reference 
as  a  tram  gauge,  and  when  every- 
thing is  finally  adjusted  locate  these 
tram  marks,  one  each  side  of  the 
screwed  connections  of  the  eccentric 
and  carrier  rods.  Should  it  be  neces- 
sary at  anytime  to  separate  any  of 
these  connections  they  may  be  very 
easily  and  accurately  re-adjusted  by 
taking  up  the  distance  laid  off,  upon  a 
pair  of  dividers  and  bringing  the 
marks  up  to  this  gauge. 

The  striking  points  for  an  engine 
whose  piston  rod  is  keyed  into  the 
cross-head  are  located  by  keying  in  the 
rod  and  simply  pulling  the  piston  up 
against  either  head  (or  up  to  the  dis- 
tance that  the  inset  of  the  head  enters 
the  cylinder  if  that  head  is  off)  and  lo- 
cating the  marks  upon  the  guide  and 
cross-head  after  which  the  connecting 
rod  may  be  put  on  and  the  amount  of 
clearance  ascertained  and  the  rod 
lengths  verified. 

Give  the  bore  of  the  cylinder  a  good 
coating  of  cylinder  oil  and  put  on  the 
cylinder  head  to  keep  out  the  dirt. 

The  valves  are  usually  shipped 
each  pinned  to  its  own  stem;  this  is 


OORLISS   STEAM  ENGINES. 


Fig.   14. 


80  HAND  BOOK  Off 

due  to  the  fact  that  when  a  valve  is 
being  fitted  to  the  bore  of  its  chamber, 
it  is  turned  on  its  own  stem.  Before 
putting  them  in,  take  out  the  pins  and 
clean  the  valves  and  stems  thoroughly, 
and  examine  them  carefully  noting 
the  difference  in  shape  between  the 
steam  and  exhaust  valves.  Their  gen- 
eral appearance  is  very  similar,  the 
distinguishing  feature  being  the  great- 
er breath  of  the  face — about  one-third 
of  its  circumference — on  the  exhaust 
valve.  This  is  required  on  account  of 
the  larger  size  of  the  exhaust  port, 
also  its  position.  In  Fig.  14,  A  gives 
an  idea  of  the  general  appearance  of  a 
Corliss  valve  in  outline;  B  a  cross  sec- 
tion— through  point  x — of  a  steam 
valve,  and  C  a  cross  section  of  an  ex- 
haust valve,  through  the  same  point. 
D  illustrates  the  valve  stem,  usually 
made  of  phosphor-bronze,  the  flatten- 
ed portion  or  "blade"  being  an  easy  fit 
in  the  slot  f  of  the  valve.  Turning  up 
the  bottom  edge  of  the  blade  you  will 
find  four  holes  about  one-half  inch  in 
diameter  in  its  edge.  These  holes  are 
seatings  for  the  short,  stout  spiral 
springs  which  come  in  the  box  with 
the  valves,  and  when  the  valve  and 
stem  is  put  together  ready  for  placing 
in  its  proper  chamber,  these  springs 


COBIiISS   STEAM  ENGINES.  61 

tend  to  thrust  the  valve  away  from 
the  stem,  thus  keeping  it  normally  to 
its  seat — the  steam  pressure  acts  in 
the  same  direction — and  at  the  same 
time  allowing  it  comparative  freedom. 
The  pins  which  held  the  valves  and 
stems  together  must,  of  course,  be 
taken  out  and  kept  out,  their  mission 
being  ended  practically  after  the  valve 
has  been  turned  up  to  fit. 

You  will  find  the  valves  and  stems 
each  marked  consecutively  from  1  to 
4  corresponding  to  a  like  number 
stamped  on  the  back  ends  of  the  valve 
chambers;  these  denote  the  chamber 
that  each  individual  valve  was  fitted 
to. 

Now  put  the  valves  in  their  proper 
places  and  put  on  the  front  bonnets — 
those  on  the  valve-motion  side — and 
bolt  them  fast.  Push  each  valve 
snugly  up  against  the  front  bonnets 
and  try  the  back  bonnets  to  see  that 
they  do  not  bind  the  valves  end-ways. 
These  points  are  supposed  to  be  all 
right  when  the  parts  left  the  shop,  still 
it  is  well  to  look  into  such  matters  and 
be  satisfied  yourself.  Should  you  find 
any  valve  or  stem  that  is  a  trifle  long 
it,  or  they,  must  be  removed  and  a  chip 
turned  off  the  back  end  as  required  to 
free  it. 


62  HAND  BOOK   OF 

Get  the  valve  motion  and  dash  pots 
set  up?  during  which  operation  no  dif- 
ficulty should  be  met  with  as  they 
all  have  been  together  in  the  shop  and 
properly  marked.  Be  sure  that  there 
is  no  cramp  or  bind  in  any  of  the  valve 
or  governor  rod  connections,  for  if 
they  are  not  perfectly  free,  they  will 
cause  trouble.  Also  see  that  the  wrist 
plate  can  be  moved  through  its  ex- 
treme travel  without  any  of  the  con- 
nections interfering  or  bringing  up 
solidly,  and  the  engine  is  all  ready  for 
valve  adjustment. 


PART  II. 

ADJUSTING  CORLISS  VALVES. 


I 


GEORGE  H.  CORLISS, 

INVENTOK   OF   THE    CORLISS   STEAM   ENGINE. 


CORLISS   STEAM  ENG 


CHAPTER  I.— THE  VALVE. 


Before  going  into  the  details  of  ad- 
justing the  valves  of  a  Corliss  engine, 
it  will  be  advisable  to  consider  the 
construction  and  different  functions  of 
the  common  slide-valve. 


Fig.  1. 

Referring  to  figure  1,  P  P  are  the 
cylinder  steam  ports.  E  is  the  cylinder 
oxhaust  port,  and  X  is  the  exhaust  cav- 
il y  of  the  valve.  The  edges  A. A.  are 
the  steam  edges,  or  the  edges  which 
control  the  admission  of  steam  to  the 
cylinder  and  the  point  at  which  the 
steam  is  cut-off.  B  B  are  the  exhaust 


66  'HAND  BOOK  OF 

edges,  and  control  the  opening  for  ex 
haust  and  the  closing  for  compression. 
In  this  type  of  valve  these  points  are 
determined  in  the  design  of  the  engine, 
and  are  therefore  unadju stable.  Any 
change  in  the  steam  distribution  would 
necessitate  the  designing  of  an  entirely 
new  valve,  unless  the  desired  change  be 
very  slight,  when  the  valve  may  possibly 
be  altered  to  meet  the  requirements. 
With  the  Corliss  valve  this  would  be 
unnecessary  as  will  be  explained  at 
another  time. 

.It  will  be  seen  by  referring  to  the 
figure  that  the  steam  edges  of  the  valve 
overlap  the  ports,  as  shown  by  the 
dotted  lines  a,  b,  and  a'  b' .  This  over- 
lapping is  technically  called  "lap,"  and 
when  given  to  a  valve,  as  in  the  figure, 
it  is  for  the  purpose  of  cutting  off  the 
steam  before  the  completion  of  the  pis- 
ton stroke.  The  exhaust  edges  of  the 
valve  are  ' '  line  and  line ' '  which  is  usual 
practice,  yet  conditions  may  sometimes 
require  a  small  amount  of  inside  lap 
to  prevent  a  too  early  release. 

The  greatest  disadvantage  attending 
the  use  of  the  slide  valve,  lies  in  its 
limited  ability  to  handle  steam  expan- 


CORLISS   STEAM   ENGINES. 


67 


sively,  the  earliest  point  at  which  it  can 
be  made  to  cut-off  the  steam  with  econ- 
omy being  about  three-quarter  stroke  ; 
an  earlier  cut-off  produces  a  correspond- 
ingly early  exhaust  opening  for  release 
and  an  equally  early  exhaust  closure  for 
compression.  To  put  it  more  plainly  :— 
If  the  valve  had  no  lap,  neither  steam 
nor  exhaust,  and  stood  "  line  and  line  " 


Fig.  2. 

the  eccentric  would  stand  at  a  position 
90  degrees  in  advance  of  the  crank,  and 
the  valve  would  then  admit  steam  full 
stroke.  As  lap  is  added  for  the  pur- 
pose of  producing  an  earlier  cut-off  the 
eccentric  would  have  to  be  advanced 
to  a  greater  angle,  or  sufficient  to  "take 
up  the  lap,"  and  have  the  valve  in  a 


68  HAND   BOOK   OF 

position  to  open  for  admission  at  the 
proper  moment.  It  is  this  advancement 
of  the  eccentric  which  brings  about  the 
objections  previously  spoken  of  pertain- 
ing to  release  and  compression.  A  too 
early  release  prevents  the  full  realiza- 
tion of  expansion,  and  over  compression 
lessens  the  available  net  power  of  the 
engine. 

In  the  Corliss  valve  gear  these  objec- 
tions are  practically  eliminated. 

Comparing  fig.  1,  with  the  sectional 
view  of  the  Corliss  cylinder  and  valves, 
fig  2,  it  will  be  seen  that  the  four  func- 
tions of  admission,  cut-off,  release  and 
compression,  are  obtained  by  two  sets  of 
valves  in  the  latter,  each  set — one  steam 
valve  and  one  exhaust  valve — control- 
ling the  four  points  for  their  own  end  of 
the  cylinder.  They  may  therefore  be 
considered  as  the  two  working  edges  of 
one  end  of  the  slide  valve,  separated 
and  arranged  to  give  the  greatest  flexi- 
bility of  adjustment,  that  is  the  Corliss 
steam  valve,  A.  fig.  2,  may  be  taken  as 
representing  the  edge  A.  fig.  1,  of  the 
slide-valve,  and  the  exhaust  valve  B, 
fig.  2,  considered  as  the  edge  B  of  the 
slide  valve.  The  four  valves  will  con- 


CORLISS  STEAM  ENGINES.  69 

sequently  perform  the  same  duties  as 
the  four  edges  of  the-  slide-valve  while 
possessing  the  extra  advantages  of  being 
placed  nearer  the  work,  thus  reducing 
clearance,  and  being  adjustably  con- 
nected to  a  common  center  of  motion. 
This  center  of  motion  is  called  the  ' '  wrist 
plate, "  and  its  use  presents  the  advant 
ages  of  a  peculiarly  accelerated  and  re- 
tarded motion  of  the  valves  at  a  time  to 
give  the  most  beneficial  results,  i.  e.,  the 
ports  are  opened  and  closed  very  rapid- 
ly, and  held  open  in  such  a  manner  as  to 
give  the  least  loss  of  pressure  in  admis- 
sion, and  the  lowest  back-pressure  dur- 
ing exhaust. 


70 


HAND   BOOK   OF 


CHAPTER  II.— VALVE  GEARS. 


There  is  a  great  variety  of  releasing 
gears  as  applied  to  the  Corliss  engine, 
yet  they  differ  only  in  detail  and  not  in 
principle,  and  may,  for  convenience,  be 
divided  into  two  classes. 


Fig.  3. 

Those  engines,  whose  valves  rotate 
toward  the  center  of  the  cylinder  in  ad- 
mitting steam,  may  be  considered  as  the 
first  class,  and  include  the  "  crab-claw 


CORLISS   STEAM   ENGINES. 


71 


gear,"  Fig.  3,  as  originally  applied  by 
George  H.  Corliss  and  William  A. 
Harris,  and  still  used  either  in  the 
original  or  a  modified  form  by  several 
later  builders.  The  Reynolds-Corliss, 
Philadelphia-Corliss  engines,  and  sev- 
eral other  makes,  belong  to  this  class 


Fig.  4. 

also,  but  are  equipped  with  a  device 
known  as  the  "half -moon gear,"  Fig.  4. 
The  second  class  is  made  up  of  those 
engines  in  which  the  steam  valves  ro- 
tate toward  the  ends  of  the  cylinder,  or 
outward,  when  opening  for  admission, 
generally  using  a  form  of  gear  styled 


72 


HAND  BOOK  OF 


the  "oval  arm  gear,"  Fig.  5.  To  this 
class  belong  the  Allis- Corliss  and  Hewes 
and  Phillips-Corliss  engines.  There 
are  a  few  builders  who  use  the  oval  arm 
gear  to  rotate  the  steam  valves  toward 
the  center  of  the  cylinder  in  opening — 
therefore,  their  engines  may  be  consid- 


Fig.  5. 

ered  as  being  in  the  first  class — but  the 
gear  is  necessarily  reversed — that  is, 
the  valve  lever,  or  "  Jim  crank,"  hangs 
downward  instead  of  standing  up  from 
the  valve  stem.  The  Hamilton-Corliss 
engine  is  a  familiar  illustration  of  this 
style. 


CORLISS   STEAM  ENGINES. 


CHAPTER  III.— SQUARING  THE  VALVES. 


Let  us  now  imagine  before  us  a  new 
20-inch  Corliss  engine,  set  up,  lined,  and 
levelled,  all  parts  assembled  and  ready 
for  the  adjustment  of  the  valves. 

The  first  step  to  be  taken  is  technically 


ENGINE. I  UNHOOKED 


Fig.  6. 

called  "squaring  the  valves."  On  re- 
moving the  back  bonnets  of  the  valve 
chambers  you  will  find  marks  on  the 
end  of  each  valve  and  on  the  end  of 
each  valve  chamber,  each  of  which 
should  exactly  coincide  with  the 


OF    THE 

UNIVERSI 


74 


HAND   BOOK   OF 


ing  edge  of  its  own  valve,  or  port,  as 
the  case  may  be.  It  will  be  advisable 
to  inspect  these  points  and  become 
thoroughly  familiar  with  them.  See 
Fig.  6. 
On  the  wrist-plate  stud  will  be  found 


^  — 

c. 

1  ' 

1 

WRIST    PLATE 


Fig.  7. 

a  center  line,  which  coincides  with  a 
similar  line  on  the  back  of  the  hub,  and 
at  points  equi-distant  on  each  side  of 
the  center  line  of  the  stud  there  will  be 
found  other  lines,  which  represent  the 
extreme  travel  or  oscillation  of  the  wrist 


CORLISS   STEAM   ENGINES.  75 

plate  in  either  direction  when  in  proper 
adjustment.  See  Fig.  7,  which  is  atop 
view  of  a  wrist  plate  when  on  its  center 
of  travel,  A  B  being  the  centre  lines, 
C  and  D  representing  the  extreme  throw 
marks. 

Set  the  wrist  plate  on  the  center  and 
slack  off  the  nut  which  holds  the  wrist 
plate  on  the  stud,  then,  after  interpos- 
ing a  piece  of  card  board  between  the 
washer  and  wrist  plate  hub,  screw  up 
the  nut  hard  enough  to  prevent  the 
wrist  plate  from  being  accidentally 
moved  off  its  center  while  working  on 
the  radial  rods— as  the  connections  be- 
tween the  valve  cranks  and  the  wrist 
plate  are  sometimes  called. 

Referring  to  the  ' '  Table  of  Laps  and 
Lead,"  we  find  that  a  20-inch  engine 
requires  a  steam  lap — i.  e.,  the  distance 
the  steam  valve  overlaps  the  port  in 
excess  of  complete  closure — of  J  inch 
and  an  exhaust  lap  of  /6  inch  when  the 
wrist  plate  is  on  the  center  of  travel, 
also  a  steam  lead  of  ^  inch,  which,  for 
the  time  being,  we  will  not  consider. 

The  adjustments  for  each  end  of  the 
cylinder  are  obtained  by  lengthening 
or  shortening  the  radial  rods,  as  the 


76  HAND   BOOK   OF 

Conditions  may  require,  until  the  lines 
on  the  steam  valve — for  the  crab  claw 
or  half -moon  gear,  or  any  gear  which 
opens  the  steam  valves  toward  the  cen- 
ter of  the  cylinder — are  i  inch  nearer 
the  ends  of  the  cylinder  than  those  on 
the  end  faces  of  the  steam  valve  cham- 
bers. 

In  any  of  the  gears  which  open  their 
steam  valves  outward,  as  the  oval -arm 
gear,  these  lines  should  be  separated 
the  same  distance  in  the  other  direction 
— that  is,  the  line  on  the  steam  valve 
should  be  J  inch  nearer  the  center  of 
the  cylinder  than  that  on  the  chamber 
for  the  same  size  of  cylinder. 

Having  made  the  required  adjust- 
ments on  the  steam  valves,  treat  the  ex- 
liaust  valves  the  same  way,  with  the 
exception,  of  course,  of  the  amount  of 
lap,  remembering  that  the  working  ex- 
haust port  is  the  opening  between  the 
exhaust  valve  chamber  and  the  exhaust 
chest  (see  Fig.  2)  and  not  on  the  port 
opening  directly  from  the  cylinder; 
therefore,  the  lapping  of  the  exhaust 
valves  will  be  indicated  by  the  distance 
that  the  line  on  the  valve  is  away  from 
the  line  on  the  chamber  in  a  direction 


CORLISS   STEAM   ENGINES.  77 

toward  the  top  of  the  cylinder  or  ver- 
tically. (See  Fig.  6.) 

There  is  considerable  difference  of 
opinion  upon  this  point  of  exhaust  lap ; 
it  formally  was,  and  is  still  with  some 
builders,  the  custom  to  give  exhaust 
opening  with  the  wrist  plate  central ; 
still  others  place  the  exhaust  valves 
u  line  and  line,"  but  the  best  practice 
seems  to  require  a  slight  lapping  of  the 
exhaust  valves  when  in  this  position. 

The  measurements  for  valve  setting 
as  given  in  the  table  are  all  right  for 
ordinary  practice,  but  in  some  instance 
they  will,  perhaps,  require  modifica- 
tion to  fit  the  conditions  under  which 
the  engine  is  to  run,  and  considerable 
deviation  may  be  made  from  them  with- 
out seriously  impairing  the  steam  dis- 
tribution. By  lapping  the  exhaust 
valves  more,  an  earlier  exhaust  closure 
will  be  realized,  giving  more  compres- 
sion, and  at  the  same  time  a  later  re- 
lease. It  will  be  seen  that  it  is  not  de- 
sirable to  go  to  extremes. 

The  only  true  way  after  getting  a  new 
installation  to  work  is  to  apply  the  in- 
dicator and  from  its  readings  correct 
any  slight  misadjustment  that  may  ex- 


78 


HAND   BOOK   OF 


1st,  but  this  will  be  explained  in  an- 
other chapter. 

Having  carefully  adjusted  and  fasten- 
ed all  connections,  the  valves  are  now 
"squared"  and  the  temporary  card 
board  fastening  may  be  removed  from 
wrist  plate  and  the  nut  tightened  up. 


TABLE  SHOWING  LAP  AND  LEAD  OF  VALVES 
OF  CORLISS  ENGINE  : 


Wrist  Plate  on  its 

Center. 

Cylinder   Diameter  in 
Inches. 

Steam  Lead 
Engine  on 
Center. 

Steam 

Exhaust 

Lap. 

Lap. 

8,  10&12. 

3-16" 

1-32" 

1-32" 

14,  16,  18  &20. 

X' 

1-16" 

1-32" 

22,  24,  26,  28  &  30. 

5-16" 

3-32" 

3-64" 

32,  H4  &  36, 

3/8" 

NT 

1-16" 

CORLISS   STEAM  ENGINES. 


CHAPTER  IV.— THE  DASH-POT  RODS. 

The  dash-pot  rods  must  be  adjusted 
to  the  proper  length  ;  and  at  this  point 
we  must  speak  a  word  or  two  of  cau- 
tion, for  should  these  adjustments  be 
incorrectly  made,  either  the  valves  will 


not  hook  up  or  something  will  be  bent 
or  broken  at  the  first  revolution  of  the 
engine.  That  is,  if  the  rods  are  left  too 
long  the  closing  shoulder  on  the  re- 
leasing gear  will  bring  up  against  the 


80  HAND   BOOK   OF 

hook- block  before  the  wrist-plate  ha& 
reached  its  extreme  point  of  travel  and 
either  buckle  the  rod  or  break  off  the 
valve  crank.  Therefore,  great  care 
must  be  exercised  at  this  point. 

Unhook  the  steam  valves,  allowing 
the  dash-pot  plungers  to  drop  home, 
being  sure  that  they  are  home,  driving 
them  down  with  a  block  of  wood  to 
make  sure ;  then  carefully  throw  the 
wrist-plate  over  to  its  extreme  travel 
and  adjust  the  length  of  the  dash-pot 
rod,  H,  Pig  8,  so  that  there  will  be  an 
equal  space  between  the  hook  block  F, 
and  the  latch  steel  on  one  side,  (see  G), 
and  the  hook- block  and  the  closing 
shoulder  on  the  other  (as  at  E.) 

Serve  the  other  end  of  the  valve  gear 
in  the  same  manner,  and  then  verify 
these  adjustments  by  hooking  up  both 
valves  and  releasing  them  again  once 
or  twice,  and  if  everything  is  clear  we 
are  through  with  the  valve  gear  for  a 
time. 

It  will  sometimes  happen  that  after 
a  new  engine  has  been  run  a  day  or  two 
the  valves  will  not  hook  up,  or  may 
"miss"  occasionally.  This  is  due  to 


CORLISS   STEAM   ENGINES.  81 

the  leathers  on  the  dash-pot  plungers 
becoming  pliable  and  probably  com- 
pressed a  trifle,  thus  allowing  them  to 
drop  lower  and  with  greater  freedom. 
When  this  occurs  it  is  only  necessary 
to  carefully  lengthen  the  dash-pot  rod 
so  that  the  valves  will  hook  on,  bearing 
in  mind  the  point  relating  to  clearance 
previously  mentioned. 

Too  much  air  cushion  in  the  dash-pot 
may  cause  the  plunger  to  drop  only 
partially  home,  thus  requiring  it  to  be 
pushed  down  by  the  closing  shoulder 
on  the  end  of  the  radial  rod.  This 
shoulder,  by  the  way,  is  located  as 
mentioned,  in  the  crab -claw  gear  only, 
while  in  the  oval  arm  gear,  or  half  moon 
gear,  it  is  the  squared  projection  at  the 
bottom  of  the  jaw  of  the  latch.  The 
remedy  in  this  case  is  to  so  regulate  the 
amount  of  cushion  that  the  plunger 
will  drop  home  rapidly,  yet  without 
pound  or  jar. 

Insufficient  cylinder  lubrication  will 
at  times  have  the  effect  of  making  the 
steam  valves  close  slowly  and  also  re- 
quiring them  to  be  pushed  shut,  and 
the  uninitiated  may  often  attribute  this 
to  some  derangement  of  the  dash-pot. 


82  HAND  BOOK  OF 


CHAPTER  V.— ECCENTRIC    ROD,     ROCKER 
ARM  AND  REACH  ROD. 

In  determining  the  proper  length  for 
the  eccentric  rod,  the  proper  position 
of  the  eccentric,  laterally,  must  be 
found,  and  care  taken  to  prevent  its 
being  moved  along  the  shaft  afterward, 
so  as  to  bring  it  out  of  line  either  to- 
ward the  main  bearing  or  toward  the 
fly-wheel,  either  of  which  will  cause 
the  strap  to  bend  sidewise  and  give 
trouble  by  heating.  To  determine 
this  position,  take  oif  the  front 
half  of  the  eccentric  strap,  an'd, 
having  previously  keyed  up  the  other 
end  of  the  rod  tightly  in  position,  push 
the  back  half  of  strap  far  enough  back 
to  admit  of  the  rod  being  swung  a  trifle 
sidewise,  as  shown  in  Fig.  9.  A  little 
lateral  movement  may  always  be  found 
at  the  strap  end  of  the  rod,  enabling  it 
to  be  swung  sidewise  probably  an 
eighth  of  an  inch.  Take  up  whatever 
free  play  there  is  and  note  how  far  the 


CORLISS  STEAM  ENGINES. 


83 


strap  clears  the  eccentric  on  each  side, 
see  a  and  b  in  the  figure,  place  the 
eccentric  so  that  these  measurements 
will  be  equal,  and  mark  the  shaft  with  a 


FIG.  9. 

scriber  at  one  side  of  the  eccentric  so 
that  this  position  may  always  be  found. 
The  strap  may  be  put  together  again 
and  attention  given  to  the  rocker-arm. 


84 


HAND   BOOK   OF 


It  is  essential  that  the  rocker-arm 
should  oscillate  eq  ually  to  each  side  of  a 
vertical  line  dropped  through  its  cen- 


.  10. 


ter  of  support    as  illustrated  in  Fig. 
10,  in  which  R  represents  the  rocker- 


CORLISS   STEAM   ENGINES.  85 

arm,  or  carrier-arm,  as  it  is  often  called, 
P-L  being  a  plumb  line  suspended  from 
above  in  such,  position  as  to  cut  through 
the  center  of  the  reach  rod  stud  D  and 
then  center  of  rock  shaft  0.  The  points 
A  and  B  are  its  extreme  travel  in  either 
direction.  Rotate  the  eccentric  around 
the  shaft,  leaving  the  reach  rod  un- 
hooked from  the  wrist-plate.  Should 
it  be  found  that  the  rocker  travels  far- 
ther toward  the  cylinder  than  toward 
the  crank- shaft,  when  the  eccentric  is 
thus  rotated,  it  is  evident  that  the  ec- 
centric rod  is  too  long  and  it  must  be 
shortened  by  adjusting  at  E  (see  Fig. 
10),  or  at  the  eccentric  strap  to  an 
amount  equal  to  one  half  the  error. 

Should  the  rocker-arm  travel  farther 
toward  the  crank  shaft  than  toward  the 
cylinder,  the  rod  is  of  course  too  short, 
and  the  foregoing  adjustments  must  be 
reversed.  When  the  rocker-arm  has 
been  made  to  travel  equal  distances  to 
each  side  of  P-L,  the  eccentric  may  be 
partially  rotated  around  the  shaft  un- 
til the  rocker-arm  stands  exactly  plumb 
once  more,  the  reach-rod  hooked  on  to 
the  wrist  plate,  and  the  length  of  this 
reach-rod  adjusted  so  that  the  center 


86  HAND  BOOK  OF 

lines  on  the  wrist  plate  hub  and  stud 
exactly  coincide  (see  Fig.  7),  care  be- 
ing taken  that  the  rocker-arm  is  not 
moved  off  the  perpendicular. 

After  proving  these  adjustments  as  a 
whole  by  rolling  the  eccentric  around 
the  shaft  with  everything  hooked  on, 
we  are  ready  to  center  the  engine  and 
set  the  eccentric. 


COBLISS  STEAM  ENGINES.  87 


CHA.PTER  VI.— CENTERING  THE    ENGINE. 

There  are  numerous  methods  of  plac- 
ing an  engine  on  the  dead  center,  a  few 
of  which  will  be  described. 

If  the  strap  end  of  the  connecting 
rod  is  a  true  surface  and  you  have  a 
good  level,  the  engine  may  be  conven- 
iently centered  by  placing  the  level  on 
the  crank-pin  strap  and  turning  the  en- 
gine so  as  to  bring  the  connecting  rod 
to  a  dead  level  at  whichever  end  of  the 
stroke  it  is  desired  to  find  the  dead 
point. 

Another  method  is  to  stretch  a  line 
parallel  to  the  center  line  of  the  engine, 
.  running  it  exactly  opposite  the  centers 
of  the  crank- shaft  and  the  wrist-pin, 
or  crosshead-pin,  as  it  is  frequently 
called,  then  by  bringing  the  crank- pin 
center  to  the  line  the  engine  is  on  a 
dead  center. 

Still  another  exceedingly  simple  yet 
most  accurrate  way  to  accomplish  the 
desired  result,  when  the  engine  is  con- 
structed with  an  ordinary  bed-plate,  or 


HAND   BOOK   OF 


sole  plate,  which  has  been  planed,  is 
by  the  use  of  a  surface-gauge.  Set  up 
the  surface-gauge  opposite  the  crank 
and  adjust  the  pointer  to  enter  the  cen- 
ter of  the  crank-shaft,  when,  by  slid- 
ing the  surface-gauge  toward  whichever 
dead  center  it  is  desired  to  find,  and 
then  bringing  the  crank-pin  center  into 
such  a  position  that  the  pointer  may 
fairly  enter  it,  the  job  is  done. 

The  best  method  for  general  applica- 
tion is  by  " tramming"  the  fly-wheel, 
or  the  disc  crank,  if  the  engine  is  built 
with  one.  This  method  is  illustrated 
in  Fig.  11,  in  which  the  line  A-B  is  the 
center  line  of  the  engine,  and  the  space 
between  the  points  a  and  b  on  this 
line  represent  the  stroke  of  the  cross- 
head.  Turn  the  engine  toward  the  cen- 
ter on  which  you  desire  to  place  it,  un- 
til the  cross-head  has  reached  a  point 
within  an  inch  or  two  of  the  end  of  its 
stroke,  and  then  stop.  Now  scribe  a 
line  across  the  lower  portion  of  the 
cross-head  and  the  lower  guide,  this 
line  is  represented  in  the  figure  by  the 
vertical  line  through  the  point  c.  Next 
make  a  mark  on  the  rim  of  the  fly- 
wheel at  some  exact  distance  from  a 


CORLISS   STEAM   ENGINES. 


Fig.    11 


90  HAND  BOOK  OP 

fixed  point  on  the  Hour,  as  standing  a 
two  foot  rule  on  end  on  the  floor,  as 
shown  at  1  f  in  the  figure,  and  marking 
over  the  other  end  of  the  rule  where  it 
comes  in  contact  with  the  wheel  rim  ; 
this  point  is  shown  at  1  in  the  figure, 
also  mark  the  exact  point  on  the 
floor  measured  from.  Now  turn  the 
engine  over  past  the  center  until  the 
lines  on  the  cross-head  and  the  guide 
again  make  one  continuous  line  (point 
c  in  the  figure),  when  the  crank-pin 
will  be  in  a  position  about  like  e  in 
the  figure,  and  make  a  second  mark  on 
the  fly-wheel  rim,  represented  by  point 
2  in  the  figure.  Now  with  a  pair  of 
dividers,  or  in  any  other  convenient 
way,  locate  a  point  on  the  wheel  rim 
exactly  central  between  points  1  and  2 
and  make  a  prick-punch  mark,  this 
point  we  will  call  3,  see  figure.  By 
bringing  point  3  squarely  to  the  end  of 
our  two  foot  rule  when  the  latter  is 
stood  on  end  as  before,  the  engine  will 
be  most  accurately  centered.  The  op- 
posite center  is  located  by  going 
through  the  same  operation  with  the 
engine  at  the  other  end  of  the  stroke. 
If  the  fly-wheel  runs  conveniently 


w 

"•"    THK 


'FERSITV 

COBLISS  STEAM 


Q 

near  to  ihe  bed  plate  or  any  permanent 
part  of  the  engine  frame,  a  reference 
point  may  be  permanently  located 
thereon,  and  used  whenever  desirable  by 
making  a  permanent  tram  of  a  piece  of 
stiff  steel  wire,  thus  making  it  the  work 
of  but  a  moment  or  two  to  locate  the 
exact  dead  centers,  after  once  locating 
and  marking  them. 


92  HAND  BOOK   OP 


CHAPTER  VII.— SETTING  THE  ECCENTRIC. 


A  study  of  a  few  of  the  movements 
of  the  slide-valve  as  compared  with  the 
piston  movement  will  clear  up  whatever 
apparent  mystery  there  may  be  about 
the  position  of  the  eccentric. 

In  Chapter  I.  it  was  stated  that  if  a 
slide-valve  has  neither  steam-lap  nor 
lead,  the  eccentric  must  be  set  at  an 
angle  90  degrees  in  advance  of  the  crank. 

The  travel  of  a  slide-valve  without  lap 
or  lead  is  equal  to  twice  the  width  of 
the  steam  port ;  if  the  valve  lias  steam 
lap,  its  travel  must  then  equal  twice 
the  width  of  the  steam  port  plus  twice 
the  steam  lap  on  one  end.  Knowing 
these  facts  it  is  easily  apparent  that 
when  the  piston  is  at  one  end  of  its 
stroke  the  valve  must — in  the  case  of 
no  lap  nor  lead — be  at  mid^  travel,  or 
more  plainly,  it  must  have  been  carried 
forward  just  half  way  in  the  direction 
of  the  next  piston  movement,  so  that  it 
may  be  ready  to  admit  steam  to  the 
cylinder  at  the  proper  time,  therefore 


CORLISS   STEAM  ENGINES. 


93 


it  is  obvious  that  the  eccentric  must 
also  be  at  about  half  of  its  stroke,  or 


.  12. 


one- quarter  of  a  revolution  in  advance 
of  the  crank-pin. 

Referring  to  Fig.  12,  which  shows  the 
relative  positions  of  the  crank-pin  and 


94  HAND   BOOK   OF 

the  eccentric,  it  will  be  seen  that  when 
the  crank-pin  is  moving  from  C  toward 
E,  the  eccentric  is  moving  from  e  toward 
f,  and  when  the  crank-pin  has  arrived 
at  E  the  eccentric  will  have  reached 
point  f,  which  is  its  extreme  travel  in 
that  direction — i.  e.,  toward  the  right 
in  the  figure — and  when  it  is  in  this 
position  the  steam  port  has  full  open- 
ing for  admission.  As  the  crank-pin 
continues  on  its  revolution  the  steam 
port  is  gradually  closing  until  the  ec- 
centric has  arrived  at  g,  at  which  mo- 
ment the  crank-pin  is  on  the  other  dead 
center,  the  steam  port  closed  and  the 
valve  ready  to  open  for  admission  into 
the  other  end  of  the  cylinder  for  the 
return  stroke.  As  steam  lap  is  added 
to  the  valve  for  the  purpose  of  working 
steam  expansively,  the  eccentric  must 
be  advanced  to  an  angle  greater  than 
90  degrees  ahead  of  the  crank,  to  bring 
the  valve  into  position  for  opening  at 
the  proper  time,  and  as  ' '  lead ' '  is  given 
to  the  valve,  this  advance  must  be  still 
further  increased. 

It  is  a  well-known  fact  that  the  recip- 
rocating motion  derived  from  a  crank, 
or  other  equivalent  rotary  motion,  is 


CORLISS   STEAM   ENGINES.  95 

intermittent;  for  instance,  an  engine 
piston  starting  from  the  end  of  its 
stroke  accelerates  in  speed  up  to  mid 
stroke,  beyond  which  point  its  motion 
is  retarded  until  it  comes  to  a  state  of 
rest  on  the  other  center,  its  fastest 
travel  being  when  the  crank  is  about 
perpendicular  to  the  center  line  of  the 
engine.  An  eccentric  is  simply  a  crank 
with  an  abnormally  large  crank-pin, 
and  the  characteristics  of  the  motion 
imparted  by  it  are  identical  with  that 
derived  from  a  crank.  The  particular 
point  which  we  desire  to  bring  out 
being  that  the  eccentric  also  will  trans- 
mit its  fastest  motion  to  the  slide-valve, 
or  to  the  wrist-plate  of  a  Corliss  engine, 
as  the  case  may  be  when  it,  the  eccent- 
ric, is  at  a  right  angle  to  the  center  line 
of  the  engine,  regardless  of  its  position 
relative  to  the  crank.  The  foregoing 
facts  apply  equally  to  the  Corliss  valve 
motion  as  to  the  slide-valve. 

It  is  essential  that  the  steam  valves 
should  move  very  rapidly  in  opening 
so  as  to  give  full  port  opening  early  in 
the  piston  stroke,  therefore  the  fastest 
motion  of  the  wrist-plate  is  desired 
when  the  piston  is  just  beginning  its 


96  HAND  BOOK   OF 

stroke,  and  to  attain  this  the  eccentric 
must  be  as  nearly  perpendicular  to  the 
crank  as  is  possible. 

Referring  again  to  Fig.  12,  in  which 
the  parallel  lines  A  B  represent  the 
stroke  of  the  piston,  therefore  twice  the 
length  of  the  crank,  it  will  be  seen  that 
with  the  eccentric  set  at  90  degrees 
ahead  of  the  crank,  the  crank-pin  hav- 
ing moved  through  one-eighth  of  a 
revolution  as  indicated  by  h,  and  the 
eccentric  to  the  position  i,  the  piston, 
in  moving  through  a  trifle  more  than 
one-eighth  of  its  stroke  has  moved  the 
eccentric,  consequently  the  wrist-plate, 
through  about  two-thirds  of  its  effective 
travel,  as  regards  steam  valve  opening, 
as  from  b  to  c  on  line  A  B,  while  for 
the  next  equal  movement  of  the  crank- 
pin,  i.  e.,  from  h  to  e  the  wrist-plate 
has  moved  only  about  half  as  far  as  it 
did  for  the  first  eighth  of  a  revolution 
of  the  crank-pin,  its  total  movement 
toward  opening  the  steam  valve  being 
bed.  It  is  apparent  that  if  the  steam 
valve  is  not  released  for  cut-off  before 
the  eccentric  reaches  the  extreme  of  its 
travel,  point  f  in  the  figure,  it  will  not 
be  released  in  that  revolution,  becaus  e 


COELISS   STEAM  ENGINES.  97 

the  motion  of  the  eccentric  after  pass- 
ing f  is  in  the  opposite  direction,  there- 
fore the  crab  claw  will  be  receding 
from  the  knock-off  cam. 

Referring  to  the  lower  half  of  the 
figure,  we  find  the  same  crank  and  the 
same  eccentric,  but  sufficient  lap  has 
been  given  to  the  steam  valves  to  re- 
quire the  advancing  of  the  eccentric  15 
degrees  further  ahead  than  before,  or 
to  a  position  105  degrees  ahead  of  the 
crank-pin,  see  1,  in  the  figure.  It  will 
be  seen  here  that  with  the  crank-pin 
moved  forward  one-eighth  of  a  revolu- 
tion as  before — see  m — the  eccentric 
has  moved  from  b1  to  c1  which  is  con- 
siderably less  than  from  b  to  c  as  when 
in  its  first  position,  and  that  the  re- 
maining portion  of  its  travel  during 
which  the  steam  valve  may  be  released 
is  smaller  still  as  shown  at  c1  d1 ;  the 
total  movement  during  which  cut-off 
may  take  place  being  proportional  to 
b1  c1  d1,  which  is  considerably  shorter 
than  with  the  first  setting. 

The  effect  of  advancing  the  eccentric 
beyond  90  degrees  will  be  that  it  will 
require  a  smaller  load  to  prevent  cut- 
off taking  place,  or  to  "make  the  en- 


98 


HAND   BOOK   OF 


gine  take  steam  full  stroke"  than  is 
required  to  do  so  when  set  at  90  degrees. 
Having  placed  our  engine  on  the 
dead  center,  say  with  the  piston  in  the 
head  end  of  the  cylinder,  and  found  by 
referring  to  the  "Table  of  Laps  and 
Lead"  that  a  20  inch  engine  requires 
1-32  inch  lead,  we  are  ready  to  go  ahead. 


ENGINE    HOOKED 


FIG.   13. 


Let  an  assistant  slowly  turn  the  eccentric 
around  the  shaft  in  the  direction  the 
engine  is  to  run,  the  reach-rod,  or  hook- 
rod,  as  it  is  also  called,  being  engaged 
on  the  wrist  plate,  until  the  lap  of  the 
steam  valve  on  the  head  end  is  taken 
up  which  will  be  indicated  by  the  marks 


CORLISS   STEAM  ENGINES.  99 

on  the  valve  and  chamber  being  line 
and  line,  as  at  D,  Fig.  13.  Now  take 
up  a  pair  of  dividers  the  1-32  inch  of 
required  lead,  and  placing  one  leg  in 
one  of  the  lines,  have  the  eccentric  ad- 
vanced until  the  line  on  the  valve  is 
1-32  inch  nearer  the  crank  than  that  on 
the  chamber,  provided  the  valve  rotates 
toward  the  center  of  the  cylinder  in 
opening,  as  is  the  case  in  Fig  13.  Of 
course,  if  the  valve  opens  outward  the 
line  on  the  valve  must  be  on  the  other 
side  of  the  one  on  the  chamber  the  dis- 
tance required.  Fasten  the  eccentric, 
being  careful  that  it  has  not  been  moved 
along  the  shaft,  and  then  turn  the  en- 
gine on  to  the  crank  end  dead  center, 
and  see  if  the  crank  end  steam  valve 
has  the  required  opening,  as  it  un- 
doubtedly will  if  due  care  has  been  given 
to  all  the  preliminary  adjustments. 
While  this  is  being  done  it  will  be  well 
to  see  that  the  exhaust  valves  are  prop- 
erly lapped  when  engine  is  on  the  cen- 
ter, this  lap  should  be  the  same  for  each 
end. 

Having  found  everything  to  be  cor- 
rectly adjusted  the  back  bonnets  may 
now  be  put  on  the  valve  chambers,  a 


100  HAND   BOOK   OF 

careful  examination  made  of  all  parts  of 
the  valve  gear  to  see  that  there  is  no 
bind  or  interference.  This  being  done 
and  the  eccentric  securely  fastened 
and  its  position  on  the  shaft  lightly 
marked,  we  are  ready  to  adjust  the 
governor. 


COELISS   STEAM   ENGINES.  101 


CHAPTER  VIII.— ADJUSTING  THE  GOVER- 
NOR. 


Have  the  engine  unhooked,  then 
block  up  the  governor  three-eigthe;  of 
an  inch  and  place  the  wrist- plate  at 
very  nearly  its  extreme  throw  toward 
the  frame  end,  thus  pulling  the  head 
end  steam  valve  almost  wide  open. 
Now  adjust  the  cam  rod  which  con- 
nects with  the  cam-collar  on  the  head- 
end to  such  a  length  as  will  cause  head- 
end steam  valve  to  be  unhooked  when 
the  wrist-plate  is  moved  exactly  on  to 
its  extreme  throw,  as  will  be  indicated 
by  the  marks  on  the  wrist-plate  hub 
and  stud.  Having  fastened  the  cam- 
rod  to  the  head- end,  put  an  extra  quarter 
inch  piece  of  blocking  under  the  gover- 
nor— thus  raising  it  a  total  distance  of 
five-eighths  of  an  inch — and  make  the 
crank  end  cam-rod  of  such  length  as 
will  cause  the  steam  valve  in  this  end 
to  be  released  when  the  wrist  plate 
is  moved  over  to  its  extreme  travel 
toward  the  head-end. 

The  reason  for  raising  the  governor 


102  HAND   BOOK   OF 

higher  when  adjusting  the  crank-end 
cut- off,  is  to  make  correction  for  the  er- 
ror due  to  the  angularity  of  the  con- 
necting-rod. This  will  be  explained 
later  on  in  the  present  chapter. 

The  governor  should  now  be  blocked 
up  to  its  extreme  height,  and  when  in 
this  position  the  valves  should  not 
hook  up.  This  will  prevent  the  en- 
gine from  ' '  running  away ' '  should  the 
main  belt  or  line-shaft  break,  thus  re- 
lieving the  engine  of  its  load. 

Several  of  the  Corliss  engine  gover- 
nors have  a  collar  fitted  to  the  upright 
governor  spindle,  several  inches  above 
the  counter-weight,  and  held  in  posi- 
tion by  a  set- screw  ;  this  collar  should 
in  all  cases  be  secured  high  enough  up 
to  allow  of  the  governor  being  raised 
high  enough  to  prevent  the  steam 
valves  hooking  on,  but  not  so  high  as  to 
allow  the  governor  to  be  pushed  far 
enough  up  as  to  raise  the  guide  blocks 
out  of  the  slots  in  the  column. 

In  addition  to  the  knock- off  cams  on 
the  cam-collars,  there  will  be  found  ad- 
justable buttons.  When  the  governor 
is  resting  on  the  safety-stop — which  con- 
sists of  a  removable  pin  in  the  side  of  the 


COELISS  STEAM   EXGINES.  103 

governor  column,  or  a  notched  collar 
loosely  fitted  around  the  column  near 
its  top — these  safety  stop  buttons 
should  be  adjusted  so  that  they  will 
just  clear  the  hook,  thus  preventing  the 
steam  valves  from  hooking  up  should 
the  governor  drop  to  its  lowest  point, 
through  the  breaking  or  running  off  of 
the  governor  belt,  when  the  engine  is 
running.  Of  course  this  safety  collar 
must  be  turned,  or  the  pin  removed,  as 
the  case  may  be,  as  soon  as  the  engine 
is  up  to  speed,  for  if  not,  and  the  gov- 
ernor belt  should  run  off  or  break,  seri- 
ous results  would  undoubtedly  follow, 
because  the  engine  would  take  steam 
full  stroke  as  soon  as  the  governor 
ran  slow  enough  to  prevent  cut-off  tak- 
ing place. 

Reference  has  been  made  to  the  dis- 
turbance of  the  cut-off,  due  to  the 
angularity  of  the  connecting-rod  ;  this 
effect  is  explained  as  follows  :  In  Fig. 
14  let  A  B  represent  the  travel  of  the 
crosshead  pin — consequently  the  piston 
travel— and  the  circle  C  E  D  F  the  path 
of  the  crank-pin.  Assuming  the  crank 
to  be  on  its  inboard  dead  centre — or  in 
the  position  O  C — the  distance  A  C  will 


104 


HAND  BOOK   OF 


Fig-.   14. 


CORLISS   STEAM  ENGINES.  105 

obviously  be  the  length  of  the  connect- 
ing-rod. If  we  now  assume  the  cross- 
head  to  be  in  the  centre  of  its  "travel; 
as  at  X,  the  crank-pin  will  have  moved 
in  the  direction  indicated  by  the  arrow, 
to  point  E,  whicn  is  plainly  less  than 
90  degrees,  and  when  the  crosshead  has 
travelled  the  same  distance  on  the  re- 
turn  stroke,  the  crank-pin  will  have 
travelled  the  space  D  F,  which  is  greater 
than  90  degrees,  consequently  the  pis- 
ton travels  further  during  the  first  quar- 
ter of  the  crank's  revolution,  starting  • 
from  C,  than  it  does  during  the  second 
quarter  ;  also  a  shorter  distance  during 
the  third  quarter  than  it  does  during 
the  last. 

Suppose  the  engine  to  be  turning  over 
very  slowly,  and  the  governor  blocked 
up  to  cut  off  the  steam  when  the  crank- 
pin  has  made  one  eighth  revolution,  as 
at  a  on  the  outward  stroke  and  b  on  the 
return  stroke,  it  is  evident,  with  no  cor- 
rection of  the  governor,  that  when  cut- 
off takes  place,  the  piston  will  have 
travelled  the  distance  A  c  on  the  out- 
ward stroke,  and  the  distance  d  B  on 
the  return  stroke,  therefore  it  is  appar- 
ent that  the  point  of  cut-off  in  the 


106  HAND  BOOK  OF 

crank  end  is  much  shorter  than  in  the 
head  end,  as  will  be  seen  by  comparing 
the  space  d  B  with  A  c. 

By  putting  the  extra  thickness  of 
blocking  under  the  governor  when  the 
crank  end  cam-rod  is  being  adjusted, 
the  knock- off  cam  is  moved  relatively 
further  away  from  the  circular  limb  of 
the  crank  end  crab-claw,  thus  allowing 
this  crab-claw  to  be  moved  further 
toward  the  head  end  before  being  un- 
hooked than  would  have  been  the  case 
had  not  the  correction  been  made. 

When  the  cut-offs  are  equalized,  the 
steam  valves  will  not  be  released  in  the 
same  revolution  when  starting  up  the 
engine ;  the  head  end  valve  will  begin 
to  be  released  probably  two  or  more 
revolutions  before  the  crank  end  valve 
is  unhooked,  before  the  engine  has  got 
up  to  speed.  The  object  of  equalizing 
the  point  of  cut-off  in  the  two  ends  of 
the  cylinder  is  to  assist  in  delivering  as 
nearly  as  possible  a  uniform  rotative 
effect  to  the  belt  wheel,  which  will  assist 
in  perfect  regulation.  It  must  be  un- 
derstood that  equalizing  the  point  of 
cut-off  alone  does  not  by  any  means 
signify  that  each  end  of  the  cylinder 


CORLISS   STEAM  ENGINES.  10? 

will  be  doing  an  equal  share  of  work, 
for  the  piston  rod  diminishes  the  effec- 
tive area  of  the  piston  in  the  crank  end 
of  the  cylinder,  and  when  "balancing 
the  load,"  this  must  be  accounted  for. 
There  are  still  other  factors  which  enter 
into  the  question  of  stable  regulation, 
such  as  steam  pressure,  speed,  weight 
of  reciprocating  parts,  and  flywheel, 
also  the  manner  of  connecting  an  engine 
with  its  work. 

The  instructions  given  in  this  volume 
if  carefully  followed,  will  result  in 
as  nearly  perfect  adjustment  as  it  is 
possible  to  attain  under  ordinary  condi- 
tions. Different  conditions  of  load, 
class  of  work,  etc.,  will  have  their  modi- 
fying effect,  and  the  only  way  to  deter- 
mine what  the  required  refinements  of 
adjustment  are  to  be  in  each  case,  is  to 
apply  the  indicator  and  abide  by  its 
dictation. 

After  getting  the  engine  to  work  with 
its  full  load,  should  it  be  found,  by  ap- 
plying the  indicator,  that  the  head  end 
still  has  the  longest  cut-off,  the  cam  rod 
to  the  crank  end  steam  valve  should 
bestill  further  shortened  if  the  engine 
has  the  crab-claw  gear  ;  should  it  be 


108  HAND   BOOK   OF 

equipped  with  the  oval  arm  gear  open- 
ing the  steam  valves  outward,  the  cam 
rod  must  be  lengthened — letting  the 
head  end  cam  rod  remain  as  adjusted 
before  starting  up,  for  all  error  caused 
by  the  angularity  of  the  rod  must  be 
compensated  for  at  the  crank  end. 
When  the  engine  is  shut  down  again 
after  making  this  second  connection,  it 
may  be  necessary  to  readjust  the  safety 
stop  cam  on  this  end,  for  as  the  engine 
is  slowing  down  and  the  governor  de- 
scending, this  cam  may  come  into  play 
too  early,  thus  preventing  the  crank 
end  valve  hooking  on  when  the  gover- 
nor gets  down  onto  the  safety  collar. 


CORLISS  STEAM  ENGINES. 


109 


110  HAND   BOOK  OF 


CHAPTER    IX.        INDICATOR    DIAGRAMS. 

In  the  proceeding  chapter  we  referr- 
ed to  applying  the  indicator  to  deter- 
mine the  final  adjustment  of  the 
valves.  Let  us  first  study  the  essen- 
tial features  on  an  indicator  diagrams, 
by  referring  to  Fig.  15,  which  has  been 


Fig.   15. 

drawn  by  hand  for  illustration  only, 
it  being  too  near  perfect  for  actual 
practice.  The  names  of  the  different 
lines  are  plainly  marked  in  the  figure. 
The  sequence  of  events  in  the  cylin- 
der for  one  revolution  is  as  follows: — 
The  engine  being  on  a  dead  center  the 
steam  enters  the  admission  valve  at 
that  end  at  A  in  the  figure,  and  raises 


CORT'ISS   ST15AM  ENGINES.  1H 

that  pressure  in  the  cylinder  to  B 
when  the  piston  starts  on  its  forward 
stroke — in  the  direction  of  the  ar- 
row. Steam  "follows"  the  piston,  at 
full  pressure,  to  C,  the  "point  of  cut- 
off," at  which  time  the  steam  valve  is 
released  by  the  action  of  the  governor, 
thus  cutting  off  the  supply  of  steam, 
and  the  balance  of  the  stroke  is  made 
by  the  expansive  force  of  the  steam, 
as  shown  by  the  "expansion  curve." 
At  D,  a  trifle  before  the  piston  reaches 
the  end  of  its  stroke  the  exhaust  valve 
is  opened  and  the  expanded  steam  is 
expelled  into  the  atmosphere.  *  This 
early  release  greatly  assists  in  reduc- 
ing* the  back-pressure  on  the  return 
stroke. 

At  E  the  piston  starts  on  its  return 
stroke — impelled  from  the  other  end 
in  the  manner  just  described — against 
the  "back  pressure,"  which  is  the  pres- 
sure in  the  exhaust  pipe,  up  to  point  F 
where  the  exhaust  valve  closes,  and 
the  piston  in  completing  its  return 
stroke,  compresses  the  confined  steam 
thus  bringing  the  reciprocating  parts 
up  gradually  for  their  reversal  of  mo- 
tion, to  A  where  the  steam  valve  is 
again  opened  for  admission.  This  cy- 
cle repeats  itself  in  each  end  of  the 
cylinder  alternately. 


112  HAND  BOOK  OF 

The  compression  of  the  exhaust 
steam  remaining  in  the  cylinder  at  the 
closing  of  the  exhaust  valve,  at  F,  not 
only  serves  to  "cushion"  the  recipro- 
cating parts,  but  it  also  diminishes  the 
quantity  of  steam  that  would  other- 
wise be  required  to  fill  the  clearance 
volume  at  each  stroke,  thus  reducing 
the  quantity  of  steam  required  for  the 
engine  per  horse-power  per  hour. 

The  line  al  is  the  "atmospheric  line," 
and  denotes  the  pressure  of  the  atmos- 
phere at  the  time  the  card  was  taken, 
and  is  always  equivalent  to  0  pounds 
gauge  pressure  or  "14.7  pounds  abso- 
lute" i.  e.  14.7  pounds  above  perfect 
vacuum.  It  is  drawn  by  the  indicator 
immediately  after  taking  a  card  and 
while  the  spring  is  still  hot,  with 
steam  shut  off  from  the  instrument. 

The  pressures  indicated  by  the  dif- 
ferent lines  of  the  diagram  are  meas- 
ured from  the  atmospheric  line  with 
the  scale  of  the  spring  used  in  taking 
the  diagram.  Thus  if  a  50  spring  was 
used,  and  the  steam  line  near  B  stood 
90  points,  on  the  50  scale,  above  the  at- 
mospheric line,  the  "initial  pressure" 
would  be  90  pounds. 

The  terminal  pressure,  which  to  a 
great  extent  indicates  the  degree  of 
economical  performance,  is  measured 


CORLISS   STEAM   ENGINES.  113 

from  the  point  of  release,  D,  to  the  at- 
mospheric line. 

The  proportion  of  the  whole  length 
of  the  diagram  held  by  the  distance  C 
from  the  admission  line — or  a  line 
erected  perpendicular  to  the  atmos- 
pheric line  and  forming  a  part  of  the 
admission  line, — represents  the  pro- 
portion of  the  engine  stroke  complet- 
ed when  cut  off  takes  place. 

In  practice  you  will  rarely  get  such 
sharply  defined  points  as  shown  in  the 


?'-  60  rev  - 


Fig-.    16. 

figure,  unless  it  be  at  very  slow  speeds, 
they  being  slightly  obscured  by  the 
rounding  of  corners,  due  to  the  com- 
paratively gradual  action  of  the  steam 
in  changing  from  one  operation  to  an- 
other. This  gradual  merging  of  one 
line  into  another  is  illustrated  in  tho 
reproductions  of  actual  diagrams 
shown  in  this  chapter. 

When  perfecting  the  valve  adjust- 
ment after  the  usual  full  load  has  been 
put  on,  the  cards  should  be  made  to 


114 


HAND   BOOK   OF 


approach  the  ideal  diagram  as  closely 
as  is  consistant  with  other  conditions. 
Figure  16  was  taken  from  a  16x36  in. 
Corliss  engine  making  60  revolutions 
a  minute,  and  is  a  splendid  card.  The 
initial  pressure  is  63  pounds,  (scale  40) 
the  terminal  4  pounds,  and  the  back 
pressure  1  pound,  all  gauge  pressures. 
This  diagram  is  all  that  could  be  de- 
sired, and  gives  every  indication  of 
economical  performance. 


Fig.    17. 

Figure  17  was  taken  from  a  new  en- 
gine, Corliss  type,  12x36  in. — 83  revolu- 
tions. Steam  pressure  90  pounds, 
spring  50.  The  load  was  not  all  on, 
as  some  of  the  machinery  was  not 
ready  to  run,  and  the  load  is  far  too 
small  for  the  best  results. 

The  valves  had  been  set  according 
to  the  method  described  in  the  prev- 
ious chapters,  and  shows  what  may 
be  accomplished  by  careful  work, 
when  "setting  to  marks."  A  few 


COKLISS   STEAM   ENGINES. 


115 


slight  corrections  are  necessary,  no- 
tably the  rather  late  admission  in  the 
head  end,  as  shown  by  the  inclination 
of  the  admission  line  toward  the  cen- 
ter of  the  diagram.  No  adjustments 
were  made  at  this  time,  it  being  de- 
cided to  wait  for  the  full  load  before 
making  any  corrections. 


16'  *  -4-2."  CorJis*  type,,  52.  rev 
A 


116  !£? 


Fig-.   18. 

In  Figure  18,  card  A  was  taken  from 
a  new  Corliss  type  "straight  line"  air 
compressor — air  and  steam  cylinders 
tandem, —  the  valves  on  this  engine 
also  were  set  to  marks.  It  illustrates 
the  effect  of  the  angularity  of  the  con- 
necting rod  upon  the  point  of  cut  off, 


116  HAND   BOOK   OF 

as  described  in  chapter  viii,  the  head 
end  indicating  14 :55  horse  power  more 
than  the  crank  end.  Card  B  was 
taken  a  few  minutes  later  after  length- 
ening the  governor  rod  to  the  crank 
end  knock  off  cam, — the  "oval  arm 
gear"  being  used  on  this  engine — with 
the  result  that  the  difference  in  load 
between  the  ends  of  the  cylinder  was 
reduced  to  8.18  horse  power.  The 
load  was  balanced  within  a  fraction  of 
a  horse  power  when  the  total  load  was 
about  140  horse  power  before  leaving 
this  engine,  but  the  final  diagrams 
have  been  mislaid. 

A  little  more  compression  and  an 
earlier  release  would  have  been  benefi- 
cial to  this  engine,  in  fact  a  slight  ad- 
vancement of  the  eccentric  thus  mak- 
ing each  function  of  the  valves  earlier, 
would  not  be  much  amiss. 


CORLISS   STEAM  ENGINES.  117 


CHAPTER  X.      A  FEW  POINTERS. 

When  starting  a  new  engine  for  the 
first  time  the  greatest  care  should  be 
exercised.  Get  the  cylinder  and 
valves  thoroughly  warmed  up  before 
the  engine  is  started  and  when  you 
do  start  do  not  hook  on  the  valve  gear 
but  run  several  revolutions  moving 
the  valves  by  hand,  or  as  it  is  usually 
called,  "with  the  bar,"  observing  the 
action  of  the  valve  gear  and  other 
small  parts  while  doing  so.  When 
you  are  positive  that  there  is  no  bind 
or  interference  anywhere,  hook  on  the 
valve  gear  and  allow  the  engine  to 
run  slowly  for  several  minutes,  then 
get  it  gradually  up  to  speed. 

Do  not  try  to  economize  in  the  use 
of  oil  for  the  first  few  days;  use  plenty 
of  good  cylinder  oil  in  the  cylinder. 
The  surfaces  of  the  cylinder  and 
valves  will  be  improved  by  the  appli- 
cation of  Dixon's  flaked  graphite  pre- 
pared for  this  purpose,  which  can  be 
mixed  with  cylinder  oil  and  injected 
with  a  hand  pump,  or  fed  clear  in  a 
cup  especially  designed  for  it.  This 
graphite  is  an  excellent  antidote  for 
hot  bearings,  besides  being  exceeding- 


118  HAND   BOOK   OF 

ly  useful  in  many  other  ways,  and 
should  be  included  in  the  list  of  sup- 
plies for  the  engine  room. 

During  the  trial  run  demonstrate 
the  efficiency  of  all  safety  appliances 
and  Imow  postively  that  they  are  ad- 
justed so  as  to  perform  that  which 
they  were  designed  for;  in  fact  never 
assume  anything  to  be  all  right  when 
dealing  with  any  of  the  various  forces 
existing  in  a  steam  plant,  but  know  by 
actual  investigation. 

Do  not  try  to  "key  up"  the  brasses, 
or  adjust  any  of  the  bearings,  to  the 
utmost  nicety  for  a  few  days  so  long 
as  they  do  not  pound;  it  is  better  to 
run  a  trifle  slack  until  they  have  at- 
tained a  "surface";  in  other  words, 
better  a  little  noise  than  a  hot  bear- 
ing. 

After  a  few  hours'  run  examine  all 
fastenings  to  determine  if  any  of  them 
are  inclined  to  work  loose,  and  after  a 
few  days  of  actual  running  with  the 
load  on,  examine  the  anchor  bolts  to 
see  if  any  of  them  have  become  slack ; 
take  off  the  cylinder  head  and  exam- 
ine the  follower  bolts  and  piston  rod 
nut,  to  make  sure  they  are  going  to 
stay  where  the  belong.  This  exam- 
ination of  the  cylinder  should  be 
made  three  or  more  times  a  year,  and 


COBLISS   STEAM   ENGINES.  119 

the  piston  kept  in  the  center  of  the 
cylinder.  Also  keep  the  cross  head 
so  adjusted  that  the  piston  rod  shall 
always  be  concentric  with  the  center 
line  of  the  engine. 

In  keying  up  the  connecting  rod 
brasses  it  should  be  remembered  that 
the  equality  of  the  clearance  in  the 
ends  of  the  cylinder  is  gradually  de- 
stroyed, and  if  no  correction  is  made 
the  piston  will  in  time  be  brought  up 
against  one  of  the  cylinder  heads,  ac- 
cording to  the  kind  of  rod  and  meth- 
od of  adjusting.  In  engines  whose 
connecting  rod  ends  are  fitted  with 
the  usual  straps  and  keys  the  repeat- 
ed driving  of  the  keys  shortens  the 
effective  length  of  the  connecting  rod, 
thus  diminishing  the  clearance  in  the 
crank  end — or  "back  end" — of  the  cy- 
linder. This  is  corrected  by  interpos- 
ing sheet  steel  liners  or  "shims"  be- 
tween the  stub  ends  of  the  rod  and  the 
inside  brasses  thus  maintaining  a 
nearly  constant  length  of  rod.  With 
"solid  end"  rods  keying  up  lengthens 
the  rod  thus  diminishing  the  clearance 
in  the  head  end  of  the  cylinder,  there- 
fore the  shims  in  this  case,  should  be 
put  between  the  extreme  ends  of  the 
rod  eyes  and  the  outside  brasses.  Or- 
dinarily it  will  take  a  very  long  time 


120 


HAND   BOOK   OF 


to  sensibly  alter  the  clearance,  but  it 
should  be  looked  into  occasionally  by 
referring  to  the  "striking  points"  laid 
off  on  the  guides. 

After  the  normal  load  is  all  on,  the 
engine  settled  right  down  to  business, 
and  the  valve  adjustment  corrected 
with  the  indicator  to  conform  to  the 
conditions  under  which  the  engine  is 
to  run,  mark  the  eccentric's  position 
permanently  upon  the  shaft,  also 


Figr.  19. 

mark  the  position  of  the  eccentric  rod 
and  hook  rod  ends,  wherever  there  is 
a  screwed  joint,  to  conform  to  the 
tram  gauge  which  was  laid  off  on  the 
frame  when  the  reciprocating  parts 
were  being  set  up  (Chapter  VII.  part 

1.). 

For  marking  eccentrics — or  any 
similar  part  of  any  machine — we  have 
found  the  tool  illustrated  in  Fig.  19, 
very  handy.  It  is  made  like  a  cold 


CORLISS   STEAM  ENGINES.  121 

chisel  with  the  exception  that  it  has 
two  cutting  edges  at  a  right  angle,  the 
apex  of  the  angle  being  directly  in  the 
longitudinal  center  of  the  chisel.  On 
using,  its  point  is  placed  in  the  angle 
formed  by  the  eccentric  and  the  shaft, 
when  a  light  blow  with  a  hammer 
marks  both  shaft  and  eccentric  at  the 
same  time,  with  the  marks  in  exact 
line. 

Occasionally  a  Corliss  engine,  es- 
pecially those  built  ten  or  a  dozen 
years  ago  with  the  old  style  slow 
speeded  governor,  will  have  an  unac- 
countable fit  of  racing,  .when  every- 
thing connected  with  the  regulating 
mechanism  is  apparently  in  the  best 
of  condition.  Well  do  we  remember  an 
instance  of  this  kind  in  our  early  ex- 
perience which  completely  baffled  us 
yet  it  was  almost  immediately  reme- 
died after  we  had  called  in  a  brother 
engineer  from  a  neighboring  plant.  The 
collar  which  takes  the  weight  of  the 
vertical  spindle  together  with  the 
balls,  is  located  some  six  or  eight 
inches  down  inside  the  governor  col- 
umn, just  below  the  bottom  of  the 
guide  slot.  When  our  neighbor  enter- 
ed the  engine  room  and  observed  the 
antics  of  the  governor,  he  asked  for  a 
squirt  can  full  of  kerosene,  and  he  pro- 


122  HAND  BOOK  OF 

ceeded  to  flush  this  collar  with  it.  In 
a  few  revolutions  the  racing  had  stop- 
ped and  after  cooling  down  this  bear- 
ing, which  had  got  quite  warm,  no 
further  trouble  was  experienced.  The 
fact  is  these  collars  are  rather  difficult 
to  properly  lubricate,  and  in  the  case 
referred  to  whatever  oil  had  found  its 
way  there  had  gummed,  thus  the  fric- 
tion. The  best  oil  which  we  have  found 
to  use  upon  any  governor  of  this  type 
is  called  "high  viscosity  spindle  oil": 
it  is  a  very  fluid,  light  colored,  neutral 
oil,  and,  as  its  name  implies,  has  good 
lubricating  properties,  and  being 
strictly  mineral,  it  will  not  gum. 

One  of  the  common  faults  of  the 
crab  claw  gear  which  will  cause  rac- 
ing, and  send  the  un-initiated  on  a 
wild  goose  chase,  is  occasioned  by  the 
unavoidable  wearing  of  the  "steels." 
When  the  steel  hook  contacts  are 
new  the  circular  limb  of  the  crab  claw 
is  concentric  with  the  center  of  the 
hook  block  stud.  The  wearing  of  the 
contact  edges  of  the  block  and  steel 
and  the  consequent  grinding  up  the 
same,  changes  the  relative  position  of 
the  hook,  block,  and  knock-off  cam  to 
such  an  extent  that  the  cam  cannot 
release  the  hook  if  the  load  is  such 
as  "will  require  a  late  cut  off,  thus 


CORLISS   STEAM  ENGINES. 


123 


causing  the  engine  to  take  steam  full 
stroke  for  a  revolution  or  two  and 
making  it  race.  Inferring  to  Fig.  20, 
the  arc  c  shows  the  changed  relation 
of  the  circular  limb  of  the  hook  to  the 
other  parts,  after  the  steels  have  been 
shortened  by  wear  and  grinding.  This 
new  position  as  shown  by  arc  c  shows 
why  this  trouble  is  confined  more  to  a 
late  cut  off  than  an  early  one. 


Fig.  20. 

The  way  to  determine  the  extent  of 
wrear,  consequently  the  required 
length  of  new  steel  (the  section-lined 
portion  in  the  figure  represents  the 
steel)  is  as  follows:—  Place  the  point 
of  an  hermaphrodite  caliper  in  the 
center  of  the  hook  block  stud  and  with 
the  other  end  of  the  caliper  follow  the 


124  HAND  BOOK  OP 

outline  of  the  circular  limb  of  the 
claw.  If  the  caliper  does  not  follow 
the  curvature  of  the  claw,  but  runs  off, 
following  a  path  similar  to  c  in  the  fig- 
ure, slide  the  block  along  the  spindle 
(using  a  hand  clamp  to  lift  it  against 
the  action  of  the  dash  pot  and  hold  it 
steady  for  measurement)  until  the  cali- 
per will  follow  the  arc  of  the  circular 
limb;  then  the  distance  between  the 
hook  block  and  the  steel  on  the  claw 
shows  how  much  longer  the  new  steel 
should  be.  It  will  do  no  harm  to  make 
the  new  steels,  say,  a  thirty-second  of 
an  inch  longer  than  this,  to  allow  for 
wear.  The  steels  should  be  hardened. 
Another  fault  of  this  gear,  which 
makes  itself  apparent  through  negli- 
gence, is  the  tendency  of  the  block  B 
to  stick  fast  to  the  spindle  A,  due  to 
lack  of  lubrication  or  the  use  of  an 
inferior  quality  of  engine  oil.  When 
this  sticking  occurs  it  is  evident  that 
the  dash  pot  cannot  close  the  valve, 
consequently  the  engine  must  take 
steam  full  stroke,  and  the  governor  is 
powerless  to  prevent  it,  thus  it  is  ap- 
parent that  a  catastrophy  is  immin- 
ent if  it  is  not  discovered  in  time.  In 
fact,  it  is  positively  known  that  fly 
wheels  have  burst,  engines  been 


CORLISS  STEAM  ENGINES.  125 

wrecked,  buildings  been  demolished, 
and  lives  destroyed  from  this  cause. 

In  any  engine  room  which  houses 
an  engine  whose  cylinder  is  twelve 
inches  or  over  in  diameter,  there 
should  be  eyebolts  permanently  placed 
in  the  ceiling,  one  over  the  center  line 
of  the  engine  say  four  inches  back 
from  the  cylinder  head,  so  that  the 
head  may  be  hoisted  or  lowered  clear 
of  the  studs  whenever  it  is  necessary 
to  examine  the  cylinder,  another  one 
over  the  middle  of  the  connecting  rod, 
and  others  over  each  main  bearing. 
Their  cost  is  trifling  and  they  save 
time  and  labor. 

As  to  tools  for  emergencies: — we 
have  found  the  following  list  very  ap- 
propriate. It  should  beselected  accord- 
ing to  the  size  and  weight  of  the  parts 
to  be  handled  but  ordinarily  the  sizes 
named  will  be  about  right: —  One 
chain  hoist  of  1500  pounds  capacity,  a 
tackle  with  one  single  and  one  double 
shive  blocks  with  five-eighth  inch  (di- 
ameter) rope,  two  12  inch  or  14  inch 
screw  jacks,  a  good  hickory  lever  8  or 
10  feet  long  and  4  inch  to  6  inch  at  the 
butt,  a  crow  bar,  small  pinch  bar,  and 
an  assortment  of  rope  slings  and 
blocking.  We  find  that  pro  vision  in  this 
line  is  woefully  lacking  in  the  major- 


126  HAND  BOOK   OF 

ity  of  engine  rooms  which  we  have  had 
the  opportunity  of  visiting.  These 
things  may  seldom  be  needed,  but  in 
one  emergency  job — and  accidents  do 
sometimes  happen — they  will  usually 
more  than  pay  their  cost  through  the 
amount  of  time  and  labor  saved. 


COELISS   STEAM  ENGINES. 


127 


CHAPTER  XI.   THE  DOUBLE  PORTED 

VALVE,  AND  THE  "LONG  RANGE 

CUT-OFF." 

The  two  most  important  improve- 
ments in  the  Corliss  valve  gear  are 
the  double  ported  valve  and  the  adop- 
tion of  separate  eccentrics  for  the 
steam  and  exhaust  valves. 


Fig.  21. 

Fig.  21,  is  a  sectional  view  of  the 
"double  ported"  steam  valve  and  valve 
chamber  and  shows  the  relative  posi- 
tion of  the  working  edges  of  the  valve 
and  ports.  The  valve  moves  in  the 
direction  of  the  short  arrow  in  open- 
ing, and  steam  enters  the  port  P  as 
indicated  by  the  crooked  arrows.  The 
steam  is  admitted  and  remains  at 
nearly  full  boiler  pressure  up  to  point 
of  cut-off,  the  latter  being  very  pro- 


138  HAND  BOOK  OF 

uounced  on  the  indicator  diagram, 
when  this  style  valve  is  used. 

While  the  idea  of  using  two  eccen- 
trics and  two  wrist  plates,  can  hardly 
be  considered  as  a  recent  improve- 
ment, they  were  not  generally  adopted 
until  a  few  years  ago. 

As  long  ago  as  1877  several  engin- 
eers realized  the  benefits  to  be  derived 
from  separating  the  driving  mechan- 
ism of  the  steam  and  exhaust  valves, 
and  begun  agitating  the  matter  but 
for  some  reason  builders  generally 
refused  to  adopt  the  idea.  In  1886  a 
few  builders  began  to  equip  the  low 
pressure  cylinders  of  compound  en- 
gines with  separate  eccentrics  for  the 
steam  and  exhaust  valves,  but  still 
using  a  single  eccentric  for  the  high 
pressure  side.  The  fallacy  of  this  ar- 
rangement soon  became  apparent,  as 
when  a  good  load  was  put  upon  the 
engine  the  low  pressure  cylinder 
would  empty  the  receiver,  owing  to 
the  contracted  range  of  valve  move- 
ment on  the  high  pressure  cylinder 
not  furnishing  a  sufficient  quantity  of 
steam,  therefore  both  cylinders  were 
finally  equipped  with  two  eccentrics. 

At  the  present  time  any  of  the  lead- 
ing builders  will  equip  engines  with 
two  eccentrics  when  specified,  and 


COKLISS  STEAM  ENGINES. 


129 


several  of  them  make  a  specialty  of 
regularly  furnishing  engines,  either 
simple  or  compound,  with  the  double 
eccentric  valve  gear.  Fig.  22  illus- 


tes  the  valve  gear  of  a  well  known 
make  of  Corliss  simple  engine  with 
two  eccentrics,  for  ulong  range  cut- 
off." 


130  HAND  BOOK   OF 

A  Corliss  engine  with  a  single  eccen- 
tric, having  the  valves  adjusted  and 
eccentric  set  so  as  .to  give  the  greatest 
range  of  cut  off — i  e.  with  the  least 
possible  angular  advance — if  put  to 
work  under  a  heavy  load  may  be  han- 
dicapped by  its  inability  to  exhaust 
the  steam  early  enough  to  bring  the 
exhaust  down  to  atmosphere  pressure 
at  the  beginning  of  the  return  stroke, 
or  as  the  saying  is,  to  "get  rid  of  the 
steam,"  and  if  the  eccentric  be  advanc- 
ed to  secure  early  release  the  range  of 
cut  off  under  control  of  the  governor 
is  so  reduced  that  the  steam  valves 
may  not  be  released  for  one  or  two 
strokes,  thus  augmenting  the  trouble 
which  it  was  desired  to  remedy. 

With  separate  eccentrics  for  the 
steam  and  exhaust  valves,  the  exhaust 
eccentric  may  be  given  a  good  ad- 
ranee,  thus  securing  an  early  release 
and  sufficient  compression  to  fill  the 
clearance  space,  and  warm  the  cylin- 
der walls  up  to  a  temperature  ap- 
proaching that  of  the  entering  steam, 
while  the  steam  eccentric  may  be  so 
set  as  to  have  the  laps  of  the  steam 
valves  taken  up  when  this  eccentric  is 
set  with  negative  angular  advance, 
thus  giving  a  great  range  of  cut  off, 


COKLISS   STEAM   ENGINES.  181 

and  the  greatest  range  of  power  un- 
der control  of  the  governor. 

The  setting  of  the  steam  eccentric 
varies  from  9  degrees  negative  angu- 
lar advance  to  6  degrees  positive  an- 
gular advance  or  from  81  degrees  to 
96  degrees  in  advance  of  the  crank, 
according  to  the  requirements  of  the 
case.  The  9  degree  negative  advance 
position  provides  for  about  seven 
tenths  cut  off. 


132  HAN1>  BOOK   OF 


CHAPTER    XII.      TABLES    AND     MEMOR- 
ANDA. 

NOTES  ON  STEAM  AND  FUEL  CONSUMP- 
TION. 

A  good  many  automatic  non-con- 
densing engines  require  from  three  to 
four  pounds  of  coal  per  horse-power 
per  hour,  according  to  the  quality  of 
the  coal  and  the  efficiency  of  the 
boiler.  An  automatic  condensing  en- 
gine requires  from  two  and  one-quar- 
ter to  three  and  one-half  pounds  of 
coal  per  horse-power  per  hour.  A 
steam-jacketed  compound  condensing 
engine  of  the  most  improved  construc- 
tion may,  with  good  management,  re- 
duce the  consumption  of  coal  as  low  as 
one  and  three-quarters  to  two  pounds 
of  coal  per  horse-power  per  hour. 

The  average  amount  of  feed  water 
required  for  a  good,  economical  en- 
gine, is  about  2(>  pounds  per  indi- 
cated horse-power  per  hour;  engines  of 
high  economy — compound  and  triple 
expansion — will  use  less  than  this 
amount.  A  high  piston  speed,  togeth- 
er with  a  high  rotative  speed,  is  very 
desirable,  as  a  great  power  may  thus 
be  obtained  from  the  moderate  sized 
engines,  and  the  evil  of  cylinder  con- 


OF    TH 

IVERSITY 


CORLISS   STEAM  ENGINES,,  133 

densation  corrected  to  a  great  extent, 
but  these  are  somewhat  limited  by 
practical  considerations- 

A  good  condenser  increases  the  eco- 
nomical efficiency  of  an  engine  from 
twenty-five  to  forty  -per  cent  ,  and  the 
amount  of  injection  water  required  for 
condensing  may  be  roughly  taken  at 
about  twenty-five  times  the  quantity 
fed  to  the  boilers. 

In  estimating  for  a  consumption  of 
fourteen  pounds  of  coal  per  square 
foot  of  grate  per  hour,  about  eight 
pounds  of  water  may  be  taken  as  the 
rate  of  evaporation  per  pound  of  coal, 
which  can  be  done  with  good  natural 
draft.  With  forced  draft  and  twenty- 
eight  pounds  of  coal  per  square  foot  of 
grate,  the  evaporation  is  only  about 
six  pounds  of  water  to  one  of  coal. 

Each  pound  of  coal  per  hour  is:— 

1.5  net  tons  per  year  of  300,  lOh.  days 
1.34  gross  "     "       "       "     "       " 

3.6  net     "     "       "       "  24h       " 
3.21  gross  "     "       "       «     "       " 

With  eight  pounds  of  water  evapor- 
ated per  pound  of  coal,  each  pound  of 
steam  (water)  per  horse-power  takes: 
.1875  net  tons  per  year  of  300,  lOh.  d'ys 
.1675  gross  "     "    *  "     "       "       "       " 
.45      net      "     "       "     "       "     2!h     " 
.4        gross  " 


"       "       " 


134  HAND  BOOK   OF 

HORSE  POWER  OP  AN  ENGINE. 

Formula:— 


H.  P.= 

33000 
P=mean  effective  pressure   on  the 

piston. 
L=the  length  of  the   stroke  of  en- 

gine in  feet. 
A=area    of   the    piston    in    square 

inches. 
N=number  of   strokes  of  piston  in 

a  minute. 
33000=foot  pounds  of  work  equal  to 

one  horse-power. 

PROPERTIES  OF  SATURATED  STEAM. 

Ice  is  liquefied  and  becomes  water 
at  32  degrees  P.  Above  this  point 
water  increases  in  temperature  up  to 
the  steaming  point,  nearly  at  the  rate 
of  1  degree  for  each  unit  of  heat  added 
per  pound  of  water.  The  steaming 
point  (212  degrees  at  atmospheric 
pressure)  rises  as  the  superimposed 
pressure  increases. 

For  each  unit  of  heat  added  above 
the  steaming  point,  a  portion  of  the 
water  is  converted  into  steam,  having 
the  same  temperature  and  the  same 
pressure  as  that  at  which  it  is  evapo- 


CORLISS   STEAM  ENGINES.  135 

rated.  The  heat  so  absorbed  is  called 
"Latent  Heat."  The  amount  of  heat 
rendered  latent  by  each  pound  of  wa- 
ter in  becoming  steam  varies  at  differ- 
ent pressures,  decreasing  as  the  pres- 
sure increases.  The  latent  heat,  add- 
ed to  the  sensible  heat  (or  thermome- 
tric  temperature),  constitutes  the 
"Total  Heat."  The  "total  heat"  being- 
greater  as  the  pressure  increases,  it 
will  take  more  heat,  and,  consequent- 
ly, more  fuel,  to  make  a  pound  of 
steam  the  higher  the  pressure. 

The  table  on  page  143  gives  the  prop- 
erties of  steam  at  different  pressures 
—from  1  Ib.  to  400  Ibs.  "total  press- 
ure," i.  e.,  above  vacuum. 

The  gauge  pressure  is  about  15 
pounds  less  than  the  total  pressure,  so 
that  in  using  this  table,  15  must  be 
added  to  the  pressure  as  given  by  the 
steam  gauge. 

The  column  of  Temperatures  gives 
the  thermometric  temperature  of 
steam  and  boiling  point  at  each  press- 
ure. 

The  "factor  of  equivalent  evapora- 
tion" shows  the  proportionate  cost,  in 
heat  or  fuel,  of  producing  steam  at  the 
given  pressure,  as  compared  with  at- 
mospheric pressure.  To  ascertain  the 
equivalent  evaporation  at  any  press- 


136  HAND  BOOK  OF 

ure,  multiply  the  given  evaporation  by 
the  factor  of  its  pressure,  and  divide 
the  quotient  by  the  factor  of  the  de- 
sired pressure. 

Each  degree  of  difference  in  temper- 
ature of  feed  water,  makes  a  difference 
of  .00104  in  the  amount  of  evapora- 
tion. Hence,  to  ascertain  the  equiva- 
lent evaporation  from  any  other  tem- 
perature of  feed  than  212  degrees,  add 
to  the  factor  given  as  many  times 
.00104  as  the  temperature  of  feed  wa- 
ter is  degrees  below  212  degrees. 

For  other  pressures  than  those 
given  in  the  table,  it  will  be  practical- 
ly correct  to  take  the  proportion  of  the 
difference  between  the  nearest  press- 
ures given  in  the  table. 

MEMOEANDA  ON  WATER. 

1  cubic  foot  of  fresh  water  at  maxi- 
mum density,  39.2  degrees  F.  weighs 
62.48  Ibs. 

I  cubic  inch  of  fresh  water  at  maxi- 
mum density,  39.2  degrees  F.  weighs 
.03617  Ibs.  ' 

1  cubic  foot  of  fresh  water  at  boiling 
point,  212  degrees  F.  weighs  59.76 
Ibs. 

1  cubic  foot  of  fresh  water  at  standard 
temperature,  62  degrees  F.  weighs 
62.355  Ibs. 


COBMSS   STEAM  ENGINES.  137 

35.84  cubic  feet  of  fresh  water  weighs 

2240  Ibs. 
1  cubic  foot  of  fresh  Avater  contains 

7.48  U.  S.  Gals. 
1  IT.  S.  Gallon  of  fresh  water  weighs 

8.35  Ibs. 
1  U.  S.  Gallon  of  fresh  water  contains 

231  cu.  in. 
1  Pound  of  fresh  water  at  62  degrees 

F.  contains  27.64  in. 

PRESSURE  OF  A  COLUMN  OF  WATER. 

A  column  of  water  one  foot  high  ex- 
erts a  pressure  of  .434  pounds  per 
square  inch,  therefore  to  ascertain  the 
pressure  per  square  inch  upon  the  base 
of  a  column  of  water,  multiply  its 
height  in  feet  by  .434  pounds. 

II.    P.    REQUIRED  TO  ELEVATE    WATER. 

To  determine  the  horse  power  nec- 
essary to  elevate  water  to  a  given 
height,  multiply  the  number  of  gal- 
lons per  minute  by  8.35,  the  weight  of 
one  gallon;  multiply  this  product  by 
the  total  number  of  feet  the  water  is 
raised,  and  the  last  product  w^ill  be 
the  foot-pounds  of  work  done  in  one 
minute.  Divide  this  quantity  by  33,- 
000 ;  the  quotient  will  be  the  net  horse 
power,  to  which  add  twenty-five  per 
centum  for  friction,  slip,  etc. 


138  HAND  BOOK  OF 

CONVENIENT   APPROXIMATE   MULTIPLI- 
ERS. 

Square  inches  x  .007=square  feet. 
Square  feet  x  .lll=square  yards. 
Cubic  inches  x  .0005S=cubic  feet. 
Cubic  feet  x  .03704==cubic  yards. 
Cubic  inches  x  .004329=U.  S.  gallons. 
Cubic  feet  x  7.48=U.  S.  gallons. 
Cubic  feet  x  62.355==pounds. 
U.  S.  gallons  x  231.s=cubic  inches. 
U.  S.  gallons  x  .13368=cubie  feet. 
Diameter  of  a  circle  x  3.141G;=circum- 

ference. 
Diameter  of  a  circle  x  .8862==side  of 

equal  square. 
Circumference  of    a  circle  x  .31831=* 

diameter. 
Square  of  diameter  of  circle  x  .7854= 

area. 


CORLISS  STEAM  ENGINES. 


139 


AREAS  OF  CIRCLES. 


AREAS   OF  CIRCLES-  HAVING   DIAMETERS   VARYING  FROM 
1  INCH  TO  100  INCHES. 


Diam. 
Inches 


Area  in  Diam. 

Square 

Inches.  Inches. 


Area  in 
Square 
Inches. 


Diam. 
Inches. 


Area  in 
Square 
Inches. 


4.4302 
4  6664 

4  9087 

5  1573 
5.4119 
5.6723 
5.9395 
6.2126 
6.4918 
6.7772 
7.0686 
7.3662 
7  6699 


7  9798 

8  2957 
8  6180 

8  9462 

9  2807 
9.6211 
9.9680 

10  320 
10.679 
11.044 
11.416 
11.793 
12.177 
12.566 
12.962 
13.364 
13.772 
14.186 
14.606 
15.033 
15.465 
15.904 
16.349 
16.800 
17.257 
17  720 
18.190^ 
18.665 
19.147 
19.635 
20  629 
21.647 
22.690 
23.758 
24  850 


25  967 

27  108 

28  274 
29.464 

30  679 

31  919 
33.183 
34.471 
35  784 
37.122 
38  484 
39.871 
41  282 
42.718 
44  178 
45.663 
47.173 
48.707 
50.265 
51.848 
53.456 
55.088 
56.745 
58  426 
60  132 
61.862 
63.617 
65.396 
67.200 
69.029 
70.882 
72.759 
74.662 
76.588 
78.540 


140 


HAND  BOOK  OF 


Diam. 

in 
Inches. 


Area  in 
Square 
Inches. 


Diam. 

in 
Inches. 


Area  in 
Square 
Inches. 


Diam. 

in 
Inches. 


Area  in 
Square 
Inches. 


80.515 
82.516 
84.540 
86.590 
88.664 
90. 762 
92.885 
95.033 
97.205 
99.402 
101.623 
103.869 
106.139 
108.434 
110.753 
113.097 
115.466 
117.859 
120.276 
122,718 
125.184 
127.676 
130  192 
132  732 
135.297 
137.886 
140.500 
143.139 
145  802 
148.489 
151  201 
153.938 
156.699 
159.485 
162.295 
165.130 
167.989 
170.873 


15 


16 


17 
17# 

173% 


17/8 

18 

18/8 

18X 
18>! 


19 
19X 

19/8 


173.782 
176.715 
179.672 
182.654 
185.661 
188.692 
191.748 
194  828 
197.933 
201.062 
204.216 
207.394 
210.597 
213.825 
217.077 
220.353 
223  654 
226.980 
230.330 
233.705 
237.104 
240.528 
243  977 
247  450 
250.947 
254.469 
258.016 
261.587 
265.182 
268.803 
272.447 
276.117 
279.811 
283.529 
287  272 
291.039 
294.831 
298.648 


8* 

20>/6 


21 

21# 
21 44 


22 
22^ 

22/8 
22^ 
22# 

223^ 

!» 

23/8 
23  \i 
23/8 
23^ 
235^ 

23^ 

23^ 

24 

24^ 

24# 


302.489 
306.355 
310.245 
314.160 
318.099 
322.063 
326.051 
330.064 
334.101 
338.163 
342.250 
346.361 
350.497 
354.657 
358.841 
363.051 
367.284 
371.543 
375.826 
380.133 
384,465 
388.822 
393.203 
397.608 
402.038 
406  493 
410.972 
415.476 
420.004 
421  557 
429.135 
433.731 
438.363 
443.014 
447.699 
452.390 
457.115 
461 . 864 


CORLISS  STEAM  ENGINES. 


141 


Diam. 
in 

Inches. 

Area  in 
Square 
Inches. 

Diam. 
Inches. 

Area  in 
Square 
Inches. 

Diam. 
in 
Inches. 

Area  in 

Square 
Inches. 

2426 

466.638 

29% 

666.227 

37% 

1119.24 

24^ 

471  436 

29% 

671.958 

38 

1134.11 

24^ 

476.259 

S9# 

677.714 

38% 

1149.08 

24% 

481  106 

SS9£ 

683.494 

38^ 

1164.15 

24% 

48d  978 

29% 

689  298 

38% 

1179.32 

25 

490  875 

29^ 

695.128 

39 

1194.50 

25% 

495  796 

29% 

700.981 

39% 

1209.95 

25% 

500  741 

30 

706.860 

39^ 

1225.42 

253/8 

505  711 

30X 

718-690 

39^ 

1240.08 

25# 

510  706 

30^ 

730  618 

40 

1256.60 

25% 

515  725 

3034: 

742.644 

40'^: 

1272.39 

25% 

520  769 

31 

754  769 

40)£ 

1288.25 

25% 

525  837 

six 

766.992 

40% 

1304.20 

26 

530.930 

8$ 

779.313 

41 

1320.25 

26/8 

536  047 

3ii 

791  .732 

41% 

1336.40 

26% 

541  189 

32 

804  249 

41^ 

1352  65 

26^8 

546  356 

32X 

816  .865 

41% 

1369.00 

26^ 

551  547 

38# 

829.578 

42 

1385.44 

26% 

556  762 

32^ 

842.390 

42% 

1401.98 

26% 

562  002 

33 

855.30 

42^ 

1418.62 

26% 

567.267 

33^ 

868  30 

42% 

1435.56 

27 

572.556 

33^ 

881  .41 

43 

1452  20 

27% 

577.870 

33% 

894.61 

43% 

1469.13 

27k 

583  208 

34 

907.92 

43^ 

1486.17 

27% 

588  571 

:i4# 

921.32 

43% 

1503.30 

27% 

593  958 

34^ 

934.82 

44 

1520  53 

27% 

599.370 

3*K 

948  41 

44% 

1537.86 

27% 

604  807 

35 

962.11 

44^ 

1555.28 

27% 

610.268 

35^ 

975  90 

44% 

1572.81 

28 

615.753 

35^ 

989.80 

45 

1590.43 

28  ft 

621  263 

35% 

1003  78 

45% 

1608.15 

28% 

626  798 

36 

1017.87 

45^ 

1625.97 

28% 

632  357 

36% 

1032.06 

45% 

1643.89 

28% 

637  941 

36^ 

1046  35 

46 

1661.90 

28% 

643  594 

36% 

1060.73 

46% 

1680.01 

28% 

649.182 

37 

1075.21 

46^ 

1698.23 

28% 

654  839 

37% 

1089  79 

46% 

1716.54 

29 

660.521 

37^ 

1104  46 

47 

1734  94 

142 


HAND   BOOK  OF 


Dium. 
in 
Inches. 

Area  in 
Square 
Inches. 

Piam. 
Inches. 

Area  in 
Square 
Inches. 

Diam. 
in 
Inches. 

Area  in 
Square 
Inches. 

47X 

1753  45 

59 

2733  97 

73% 

4242.92 

47% 

1772  05 

59% 

2780.51 

74 

4300.85 

47^ 

1790  76 

60 

2827.44 

74% 

4359.16 

48 

1809.56 

60% 

2874.76 

75 

4417.87 

48# 

1828.46 

61 

2922.47 

76 

4536.47 

48% 

1847.45 

61% 

2970  57 

77 

4656.63 

48^ 

1866.55 

62 

3019.07 

78 

4778.37 

49 

1885  74 

62% 

3067.96 

79 

4901.68 

49^ 

1905.03 

63 

3117.25 

80 

5026.56 

49% 

1924  42 

63% 

3166  92 

81 

5153.00 

49# 

1943.91 

64 

3216.99 

82 

5281.02 

50 

1963.50 

64% 

3267.46 

83 

5410  62 

50% 

2002.96 

65 

3318.31 

84 

5541  .  78 

51 

2d42.82 

05% 

3369.56 

85 

5674.51 

51% 

2083.07 

66 

3421.20 

86 

5808.81 

52 

2123.72 

66% 

3473.23 

87 

5944.69 

52% 

2164.75 

67 

3525.62 

88 

6082.13 

53 

2206.18 

67% 

3578.47 

89 

6221.15 

53% 

2248.01 

68 

3631.68 

90 

6361.74 

54 

2290.22 

68% 

3685.29 

91 

6503.89 

54% 

2332.83 

69 

3739.28 

92 

6647.62 

55 

2375.83 

69% 

3793.67 

93 

6792.92 

55% 

2419.22 

70 

3848.46 

94 

6939.79 

56 

2463.01 

70%- 

3903.63 

95 

7088.23 

56% 

2507.19 

71 

3959.20 

96 

7238.24 

57 

2551.76 

71% 

4015.16 

97 

7389.80 

*7% 

2596.72 

72 

4071.51 

98 

7542.96 

58 

2642.08 

72% 

4128.25 

99 

7697.68 

58% 

2687.83 

73 

4185.39 

100 

7854.00 

CORLISS  STEAM  ENGINES. 


143 


TABLE  OF  PROPERTIES  OF  SATURATED  STEAM. 


Total 
per 

ssr 

Tempera- 
Fahrenheit 
degrees. 

Total  Heat 
in  heat 

at  3>o  F 

Latent 
heat, 
in  heat 
units. 

Density 
weight 
cubic  It. 

Volume 
of  one 
pound  of 
steam 

Relative   vol 
uine,  or  cubic 
'feet  of  steam 
ifrom  one  cub 
feet  of  water 

Factor  of 
equivalent 
evaporati'n 
from  water 
at  212o 

, 

102 

1113.05 

1042.964         .001(0 

330.  26 

20620 

0.965 

2 

126.266 

1120.45 

1026.010 

.0058 

172.08 

10720 

0.972 

3 

141.622 

1125.131 

1015.251 

.0085 

117.52 

7326 

0.977 

4 

153.070 

1128.62.-, 

1007  229 

.0112 

89  62 

5600 

0.981 

5 

162.330 

1131.449 

1(100  727 

0137 

Tt.66 

4535 

0.984 

6 

170.123 

1133.825 

995  249 

.0103 

61.21 

3814 

0.986 

7 

176.910 

li:r,.8'.ic 

99U.471 

.11189             52.94 

3300, 

0.988 

8 

182.910 

Ii:i7.72(i 

98(1.245 

.0214     1         46.69 

2910 

0.990 

9 

188.31C 

1  131.37  J 

.02:t9 

41.79 

2607 

0.992 

10 

193.240 

1140.877 

978.958 

.0264 

31.84 

2360 

X).994 

15 

213.025 

1146.91-2 

964.973 

.0387 

25.85 

1612 

1.000 

20 

227.917 

1151  4;.4 

954.415 

.O.M1 

19.72 

1220.3 

1.005 

25 

240  000 

1198.139 

945.825 

.0634 

15.99 

984.8 

1.008 

30 

250.245 

1158.263 

9:t8.925 

.0755 

1346 

826.8 

1.012 

35 

259.476 

1160.987 

932  152 

.0875 

U.& 

713.4 

1.015 

40 

267.120 

1103.410 

926472 

.9991 

10.27 

628.2 

1.017 

45 

274.396 

1165  BOO 

921.324 

1111 

9.18 

561.8 

i.«i? 

so 

280854 

1167.60H 

916.631 

.1227 

8.31 

508.5 

1.021 

55 

286.897 

11119.  44'J       9122'.K> 

.1341 

7.61 

464.7 

1.023 

60 

292.520 

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144 


HAND  BOOK   OF 


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CORLISS   STEAM  ENGINES.  145 

CHAPTER  XIII.  THE  REYNOLDS-CORLISS 
ENGINE. 

This  engine  is  built  from  the  de- 
signs of  Mr.  Edwin  Reynolds,  in  both 
horizontal  and  vertical  styles,  includ- 
ing triple  and  quadruple  expansion  en- 
gines. 

Figure  23  is  a  view  of  the  crank 
side  of  the  Reynolds-Corliss  "1890"  en- 
gine, and  Figure  24  illustrates  the 
valve-gear  side  of  the  same  style.  The 
wearing  surfaces  are  all  extra  large, 
particularly  the  cross-head  and 
guides,  and  the  engine  throughout  is 
admirably  adapted  for  long  continu- 
ous duty  under  the  high  steam  press- 
ures commonly  used  in  electric  rail- 
way and  lighting  stations,  for  which  it 
is  much  used.  Figure  25  illustrates  a 
tandem  compound  engine  of  the  same 
design. 

The  standard  girder-frame  Rey- 
nolds-Corliss engine,  wrhich  is  exten- 
sively used  for  manufacturing  plants 
is  well  illustrated  in  Figure  26,  which 
is  a  tandem  compound  of  this  pat- 
tern ;  the  cross-compound  girder-frame 
engine  is  illustrated  in  Figure  27. 

The  valve-gear  was  designed  by  Mr. 
Edwin  Reynolds  in  1876,  and  is  one 
of  the  standard  styles  used  at  the  pres- 


146 


HAND  BOOK  OF 


Fig.  23. 


COKLISS   STEAM   ENGINES. 


147 


Fig-.  24 


148 


HAND   BOOK   OF 


Fig.  25. 


COBLISS   STEAM   ENGINES. 


149 


Fig-.  26. 


150 


HAND  BOOK  OF 


Fig.  27. 


CORLISS  STEAM  ENGINES.  151 

ent  time.  The  releasing  mechanism  is 
illustrated  in  outline  in  chapter  2,  part 
2,  figure  5,  and  is  styled  the  "oval  arm 
gear."  Vacuum  dash  pots  are  used 
for  closing  .the  steam  valves  when  re- 
leased at  cut  off,  this  style  of  dash  pot 
being  noted  for  the  rapidity  of  its  ac- 
tion at  high  speeds. 


152  HAND  BOOK  OP 


CHAPTER    XIV.        THE    HARRIS-CORLISS 
ENGINE. 

The  engraving,  Figure  28,  illustrates 
the  Harris-Corliss  simple  engine. 

The  releasing  gear  possesses  many 
desirable  and  novel  features,  as  will 
be  seen  by  referring  to  Figure  29. 
The  use  of  springs  is  entirely 
dispensed  with,  thereby  decreasing 
the  noise  so  common  with  oth- 
er gears,  and  reducing  the  wear 
on  pins  to  a  minimum.  The  en- 
gagement of  the  hook  is  positive  and 
takes  place  entirely  through  the  ac- 
tion of  gravity,  the  release  being  ef- 
fect by  a  positive  locked  edge  cam 
working  between  the  two  arms  of  the 
hook  block  lever,  and  imparts  a  slight 
rotative  motion  to  this  block,  thus  un- 
failingly releasing.  The  hook  con- 
tacts have  four  edges  each  which  may 
be  successively  brought  into  contact 
as  necessitated  by  wear. 

The  dash  pots  of  the  well  known 
"noiseless"  form.  They  require  no 
piping  to  conduct  away  the  compress- 
ed air,  and  they  adjust  themselves 
readily  to  variations  of  load  without 
adjustment.  As  will  be  seen  by  re- 


CORLISS   STEAM   ENGINES. 


153 


Fig.  28. 


154 


HAND  BOOK  -Of 


ferring  to  Figure  30  their  construction 
makes  them  practically  dust  proof. 

The  connecting  rods  are  of  the  solid 
end  type  with  wedge  and  screw  ad- 
justment for  the  brasses. 

The  cross-head  is  of  the  box  pattern, 
has  large  wearing  surfaces  and  a  very 


.Fig.  29. 

convenient  arrangement  for  removing 
the  wrist-pin  when  taking  down  the 
connecting  rod.  The  wrist-pin  may 
be  turned  to  various  positions  in  the 
cross-head  so  as  to  correct  any  tenden- 
cy to  wear  out  of  round. 


COBLISS  STEAM   ENGINES. 


155 


The  well  known  Babbitt  and  Harris 
piston  is  used  in  all  engines  built  by 
this  company. 

All  engines  over  twenty-six  inches 
diameter  of  cylinder  are  fitted  with 
two  eccentrics  for  long  range  cut  off. 

The  governor  is  of  the  Porter- Allen 
type  designed  to  run  at  a  speed  of  two 
hundred  and  twenty-five  revolutions  a 


Fig.  30. 


minute,  with  heavy  balls  and  heavy 
counter- weight,  which  combination 
gives  it  great  power  and  sensitiveness. 


156  HAND  BOOK  OF 


CHAPTER     XV.        THE     PHILADELPHIA 
CORLISS    ENGINE. 

This  engine  illustrated  in  Fig. 31.  Its 
peculiar  features  are  its  massive  box 
pattern  frame,  and  its  valve-gear, 
known  as  "Gordon's  Improved  Corliss 
Valve  Gear."  It  will  be  seen  by  re- 
ferring to  Fig.  32,  wThich  is  an  enlarged 
view  of  the  Gordon  valve  gear,  that 
the  dash  pots  are  cast  in  one  piece 
with  the  exhaust  valve-stem  brackets. 
They  are  powerful  and  noiseless  and 
are  so  constructed  that  they  discharge 
no  air. 

The  double  ported  steam  valve  is 
used  with  this  gear,  giving  a  steam 
line  of  almost  constant  pressure  up  to 
cut  off. 

This  company  also  build  a  "high 
speed  Corliss  engine/'  for  electric  rail- 
way stations  and  similar  work  requir- 
ing a  high  rotative  speed,  as  in  direct 
connected  engines  and  dynamos. 


CORLISS   STEAM  ENGINES. 


157 


158 


HAND  BOOK   OF 


Fig.  32. 


COKLISS   STEAM   ENGINES.  159 


CHAPTER      XVI.         THE       ECLIPSE-COIl- 
LISS  ENGINE. 

This  engine  is  built  in  styles  and 
powers  to  meet  the  requirements  of  all 
classes  of  modern  steam  engineering 
practice. 

Fig.  33  is  an  illustration  of  a  single 
cylinder  girder  frame,  Eclipse-Cor- 
liss engine,  and  Pig.  34  is  a  "long 
range  cut-off/'  tandem  compound  en- 
gine by  the  same  company. 

The  valve  gear  is  of  the  usual  type 
of  modern  design  and  needs  no  detail- 
ed description,  but  the  valve  itself  has 
peculiar  features  as  will  be  seen  in  Fig. 
35.  Instead  of  being  driven  by  the 
usual  flattened  elongation  of  the  valve 
stem,  motion  is  imparted  to  the  valves 
by  T  headed  valve  stems,  and  they  are 
held  in  place  by  keepers  at  each  end  of 
the  valve;  they  ma}7  be  removed  for 
inspection  without  disturbing  the 
valve  stems  or  gear. 

The  cross  head  is  of  the  usual  box 
pattern,  runs  in  V  guides,  and  is  keyed 
to  the  piston  rod.  It  is  adjusted  by 
the  usual  concealed  wedge  as  illustrat- 
ed in  Fig.  36. 


160 


*HAND  BOOK  OF 


H 

3  I 

W 


CORLISS  STEAM  ENGINES. 


161 


Fig.  34. 

TANDEM  COMPOUND  ECLIPSE  CORLISS  ENGINE 
(100  H.  P.),  VALVE  SIDE. 


162 


HAND   BOOK    OF 


A  feature  of  the  governor  which  is 
shown  in  Fig.  37,  is  the  "speed  adjust- 
er"; by  placing  the  weight  at  different 
positions  upon  the  speed  lever,  con- 
siderable variations  of  speed  may  be 
obtained  as  required. 


THE  STEAM  VALVB 


Fig1.  35 


Figr.  36. 


Fig.  38  illustrates  a  tandem  com- 
pound Eclipse-Corliss  engine,  driving 
a  double  vertical  ammonia  compress- 
or. 


CORLISS  STEAM  ENGINES.  163 


Fig.  37. 


164 


HAND   BOOK   OF 


CORLISS   STEAM  ENGINES.  165 


CHAPTER       XVII.          THE       COLUMBIAN- 
CORLISS  ENGINE. 

This  engine  was  produced  in  honor 
and  commemoration  of  The  Columbian 
Exposition,  and  embodies  all  the  im- 
provements in  detail  and  construction 
demanded  by  modern  conditions  of 
high  steam  pressure,  speed  and  con- 
tinuity of  service,  such  as  electric  light 
and  railway  plants  and  the  manufac- 
ture of  artificial  ice. 

The  Columbian-Corliss  engine  con- 
sists of  two  main  parts — the  cylinder 
and  frame.  The  cylinder  in  the  larger 
sizes,  is  bolted  directly  to  the  founda- 
tion without  the  interposition  of  ped- 
estals or  legs,  and  in  the  smaller  sizes 
the  legs  are  cast  on.  The  pedestals 
are  of  box  form — in  cross  section- 
having  two  vertical  walls  of  metal  for 
the  direct  support  of  each  end  of  the 
cylinder,  at  the  same  time  presenting 
smooth  surfaces  with  no  recesses  for 
the  lodgement  of  dirt,  thus  being 
easily  kept  clean. 

The  frame  has  the  main  bearing, 
with  its  pedestal,  cast  upon  its  outer 
end,  which  construction  dispenses  with 
useless  joints  and  prevents  spring- 


166 


HAND   BOOK   OF 


ing.  Instead  of  the  usual  "girder." 
this  company  have  adopted  a  frame  of 
box  section,  supported  in  the  middle 
of  its  length,  which  is  admirably 
adapted  to  withstand  complex  strains, 
and  combines  the  guides,  main  bear- 
ing and  seats  for  the  governor  and 
rocker  arm,  in  one  piece.  The  guides 
are  of  the  bored  cylindrical  style,  the 
outer  ends  being  tied  together  by  a 
heavy  ring  of  metal.  Figure  39  is  a 


Fig.  39. 

cross  sectional  view  through  guides,  3 
being  the  ring  tying  the  guides  to- 
gether, and  A  representing  the  pedes- 
tal under  the  end  of  the  guides. 

The  cylinder  is  fitted  with  circular 
valve  bonnets,  and  has  round  corners 
of  large  radius  on  top  of  each  end  of 
steam  chest,  which  is  an  improvement 
on  the  square  corners  and  consequent 
sharp  angle  in  the  steam  passages  to 
the  ports.  The  iron  top  cast  on  the 
cylinder  is  one  of  its  peculiar  features. 


COKLISS   STEAM   ENGINES. 


167 


giving  it  a  handsome  appearance  and 
doing  away  with  the  unsightly  warp- 
ing, shrinking,  and  swelling  of  wood 


The  steam  chest  is  much  larger  Jian 
usual,  and  the  exhaust  chest  is  sepa- 
rated from  the  bottom  of  the  cylinder, 
thereby  preventing  the  cooled  exhaust 
steam  from  extracting  heat  from  the 
cylinder  walls.  The  cylinder  heads 


Fig.  40. 

are  scraped  metal  to  metal,  thus  mak- 
ing a  tight  joint  without  packing. 

The  piston  packing  is  the  well 
known  Babbitt  and  Harris  patent,  il- 
lustrated in  Figure  40.  It  consists  of 
a  chunk  ring,  with  a  narrow,  sectional, 
self-adjusting  packing  ring,  automati- 
cally expanded  by  German-silver 
springs.  The  chunk  ring  is  provided 
with  the  usual  centering  screws,  be- 
tween it  and  the  spider.  When  re- 


168  HAND   BOOK   OF 

moving  this  packing  from  the  piston, 
it  is  necessary  to  insert  pins — which 
come  with  the  engine — in  the  small 
holes  near  the  circumference  of  the 
chunk  ring,  working  them  into  corre- 
sponding holes  in  the  packing  ring  sec- 
tions, this  will  prevent  sections  of  the 
packing  from  dropping  into  the  ports 
in  removing  or  replacing. 

The  cross-head  is  the  approved  box 
pattern,  with  removable  wrist-pin,  and 
large  wearing  surfaces. 

The  connecting  rod  is  of  the  solid 
end  style  with  wedge  and  screw  ad- 
justment for  taking  up  the  wear  of  the 
brasses. 

The  governor — Figure  41 — with 
which  this  engine  is  equipped  is  ex- 
tremely simple  and  wonderfully  ef- 
ficient; the  centrifugal  force  of  two 
balls  situated  upon  the  ends  of  the 
vertical  levers  of  the  bell  cranks,  is 
resisted  by  a  spring  engaging  the  in- 
ner ends  of  these  bell  cranks.  By  this 
mechanism  the  resisting  forces  can  be 
most  accurately  adjusted  and  regu- 
lated. It  is  designed  to  run  at  about 
two  hundred  revolutions  a  minute, 
and  owing  to  its  construction  the 
usual  dash  pot  is  dispensed  with.  The 
safety  stop  is  perfectly  automatic,  be- 


CORLISS   STEAM  ENGINES. 


169 


ing  actuated  by  gravity  in  starting  the 
engine. 

The  valve  motion  of  this  engine  is 
fitted  with  unusually  large  bearings 
and  pins  which  is  an  important  fea- 


Fig.  41. 

ture,  for  the  reason  that  these  joints 
are  usually  the  first  parts  to  wear 
loose.  The  releasing  gear  is  of  the 
oval  arm  type  which  has  been  de- 
scribed; the  usual  vacuum  dash  pot  is 
used. 


170  HAND  BOOK  OF 

The  Heavy  Duty  Engine,  Figure  42, 
is  designed  to  meet  the  severe  require- 
ments of  rolling  mills,  electric  and 
cable  railways.  The  frame  is  massive 
with  a  bearing  practically  the  entire 
length  of  the  foundation.  The  double 
eccentric  valve  gear  is  applied  to  this 
style  engine;  a  peculiar  feature,  adopt- 
ed by  this  company,  is  the  absence  of 
the  wrist  plates.  The  parallel  rods 
are  connected  directly  to  the  bell 
cranks. 


CORLISS   STEAM   ENGINES. 


171 


173  HAND   BOOK   OF 


CHAPTER      XVIII.         THE       FILER      AND 
STOWBLL-CORLISS  ENGINE. 

This  engine  is  built  under  the  super- 
vision of  its  designer,  Mr.  J.  H.  Yorst- 
man. 

The  principle  features  are  compact- 
ness, rigidity,  and  simplicity.  All 
wearing  surfaces  are  made  unusually 
large  and  provided  with  improved  de- 
vices to  prevent  heating  of  the  bear- 
ings. 

Cylinders  of  Corliss  engines  of  large 
size  have  been  built  with  ports  rather 
small  in  proportion  to  the  piston 
speed,  partly  because  large  ports  re- 
quire valves  of  large  diameter,  and 
wide  angle  of  travel,  and  partly  be- 
cause they  increase  the  clearance.  In 
the  design  of  this  engine  these  objec- 
tions have  been  eliminated,  the  port 
areas  being  of  such  dimensions  that 
the  velocity  of  the  steam  is  practically 
the  same  in  all  sizes,  and  the  clearance 
in  the  valve  cavities  reduced  to  a  min- 
imum, thereby  obtaining  high  initial 
and  low  back  pressures. 

The  frame  of  the  standard  pattern  is 
one  piece,  containing  the  main  bearing 


CORLISS  STEAM  ENGINES.  173 

and  guides,  and  rests  upon  a  base  or 
sole  plate  of  ample  dimensions. 

The  main  bearing,  Figure  43,  is  pro- 
vided with  cast  iron  quarter  boxes 
lined  with  babbit  metal.  The  wear 
is  taken  up  by  heavy  adjusting  screws 
and  the  quarter  box  shell  is  protected 
from  the  wearing  in  of  these  screws, 
by  steel  thrust  blocks.  The  upper  and 


Fig.  43. 

lower  shells  can  adjust  themselves  au- 
tomatically to  the  shaft  without  caus- 
ing binding  or  unnecessary  friction 
and  consequent  heating.  Openings 
are  provided  in  the  cap,  through  which 
the  shaft  may  be  examined  by  eye  and 
hand  while  it  is  in  motion. 

For  direct  connected  electric  gen- 
erators, a  special  feature  is  introduced 
in  the  main  bearings,  whereby  the 


174 


HAND   BOOK    OF 


shaft  may  be  kept  in  perfect  allign- 
ment  vertically;  this  is  accomplished 
by  the  interposition  of  a  wedge  and 
screw  between  the  bottom  shells  and 
their  seatings. 

The  cross-head  is  of  a  very  compact 
pattern  made  of  special  "semi  steel" 
which  this  company  use  extensively 
for  details;  it  is  of  the  box  pattern 


with  removable  wrist  pin.  The  shoes 
are  turned  to  fit  the  guides  which  are 
bored  cylindrical. 

The  connecting  rod,  Figure  44,  is 
made  with  solid  ends.  It  will  be  no- 
ticed that  the  wedges,  instead  of  being 
set  vertically  in  the  stub  ends,  as  is 
usual  with  this  style,  enter  the  rod  at 
the  side  and  provide  a  bearing  the  full 


*    OK   THE 

COKLISS   STEAM  ENGINES.  V  175 

width  and  depth  of  the  box,  whu 
very  desirable,  as  this  arrangement 
prevents  "wearing  in"  and  consequent 
springing  and  heating  of  the  box.  The 
wedge  is  operated  by  means  of  a  screw 
bolt  which  allows  of  a  very  delicate 
adjustment.  A  small  set  screw  under- 
neath the  rod  is  added  as  a  safety 
check.  Owing  to  the  disposition  of 
these  wedges — the  wrist-pin  box  ad- 
justment being  between  the  wrist-pin 
and  the  crank-pin,  and  the  crank-pin 
box  wedge  being  at  the  extreme  end  of 
rod — the  taking  up  of  the  wear  will 
leave  the  distance  between  the  centers 
of  the  pins  nearly  constant,  thus  cor- 
recting any  tendency  to  disarrange- 
ment of  clearance  due  to  "keying  up." 

The  governor  is  of  the  medium  speed 
type  with  large  counter-weight  and 
medium  sized  balls.  A  novel  safety- 
stop  is  introduced  which,  owing  to  its 
peculiar  construction,  is  entirely  auto- 
matic, and  cannot  possibly  fail  to 
operate  should  the  governor  belt  run 
off  or  break.  Figure  45  illustrates 
this  governor  so  well  that  further  de- 
scription is  unnecessary. 

The  Heavy  Duty  "1900"  pattern  en- 
gine, built  by  this  company  is  illus- 
trated in  figure  46.  This  is  a  cross 
compound  engine,  designed  for  long 


176 


HAND  BOOK  OF 


continuous  running  under  heavy 
loads,  and  its  construction  makes  it 
well  adapted  for  this  purpose. 

A  complete  line  of  this  make  of  en- 
gines are  also  built,  including  horizon- 


45. 


tal  and  vertical  engines,  either  con- 
densing or  non-condensing,  tandem  or 
cross-compound,  also  triple  and  quad- 
ruple expansion  engines. 


CORLISS  STEAM   ENGINES. 


Fig.  46. 

CROSS  COMPOUND   HEAVY  DUTY 
FILER-STOWELL-CORLISS    ENGINE. 


178  HAXD  BOOK  OF 


CHAPTER    XIX.       THE    GEO.  II.    CORLISS 
ENGINE. 

This  engine  is  built  by  the  company 
which  was  established  in  1849,  by 
Geore  H.  Corliss,  the  inventor  of  the 
Corliss  Engine. 

Figure  47  represents  a  single  cylin- 
der engine  with  two  eccentrics  and 
two  wrist  plates,  the  latter  being  of 
peculiar  design.  Figure  48  is  a  view 
of  the  crank  side  of  the  same  engine. 

Figure  49  illustrates  a  four  cylinder, 
triple-expansion  engine  of  1,000  horse- 
power, which  was  built  for  a  New 
England  cotton  mill.  There  are  two 
low  pressure  cylinders,  one  being  in 
tandem  with  the  high  pressure  cylin- 
der, the  other  one — the  left  hand  in  the 
figure — is  in  tandem  with  the  inter- 
mediate cylinder.  This  arrangement 
equalizes  the  strains  and  obviates  the 
necessity  of  using  one  excessively 
large  low-pressured  cylinder. 

The  heavy  duty  G.  H.  Corliss  en- 
gine is  illustrated  in  Figure  50,  which 
is  a  cross-compound,  "direct  connect- 
ed'7 engine  of  2000  horse-power,  which 
was  built  for  an  electric  railway  in  the 
West.  It  is  fitted  with  the  "long 
range  cut  off"  on  both  cylinders. 


CORLISS  STEAM   ENGINES. 


179 


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180 


HAND   BOOK   OF 


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COKLIbS  STEAM  ENGINES. 


181 


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182 


HAND   BOOK   OF 


CORLISS  STEAM  ENGINES.  183 


CHAPTER      XX.         THE      SIOUX-CORLISS 
ENGINE. 

The  standard  Sioux-Corliss  engine 
is  illustrated  in  Figure  51.  The  valve 
gear  is  of  the  approved  modern  type,  a 
peculiar  feature  being  the  disconnect- 
ing device — Hart  patent — which  is 
one  of  the  latest  and  best  improve- 
ments designed  to  support  the  reach 
rod  when  "unhooked,"  in  order  to  han- 
dle the  valve  gear  with  the  starting 
bar.  It  is  composed  of  two  pieces,  i.e., 
a  clamp,  and  a  bronze  box  on  the  wrist 
plate  pin.  The  reach  rod  end  is  slot- 
ted and  runs  over  the  box,  the  latter 
being  ajustable  for  wear  on  the  pin,  a 
very  desirable  feature.  The  clamp  is 
a  steel  nut  with  a  taper  projection, 
which  fits  into  grooves  in  the  side  of 
the  reach  rod  end,  and  is  fitted  with 
short  levers  suited  to  the  hand.  The 
general  appearance  of  this  device  is 
plainly  shown  in  the  illustration. 

The  governor  of  this  engine  is  of  the 
high  speed  type  with  light  fly-balls 
and  heavy  counter  weight,  the  latter 
having  a  cavity  cast  in  the  top  intend- 
ed to  receive  shot  for  adjusting  the 
speed  to  a  fraction  of  a  revolution;  the 


184 


HAND  BOOK   OF 


COKMSS   STEAM  ENGINES. 


185 


vertical  thrust  bearings  are  all  fitted 
with  hardened  steel  balls,  which  pro- 
duce an  exceedingly  light  running  and 
3ensitive  regulator.  It  is  provided 
with  a  safety-stop  which  sets  itself  au- 
tomatically as  soon  as  the  engine — in 
being  started — has  attained  a  speed 
sufficient  to  raise  the  governor  a  trifle. 


Fig.   52. 

By  referring  to  Figure  52,  which  is  a 
sectional  view  of  the  Sioux-Corliss  cy- 
linder, it  will  be  noticed  that  the  ex- 
haust steam  passes  tJirough  the  ex- 
haust valve  instead  of  over  its  edge 
at  one  side,  also  that  the  valve  fills  the 
valve  chamber,  thus  reducing  clear- 
ance to  a  minimum.  The  exhaust 
chest  is  separated  from  the  cylinder 
walls  which  is  of  material  benefit  in 
reducing  cylinder  condensation. 


186  HAND  BOOK   OF 

The  frame  is  of  the  girder  type,  but 
of  box  shape  in  section  and  has  a 
heavy  pedestal  under  the  end  of  the 
guides. 

The  connecting  rod  is  of  the  usual 
solid  end  pattern  with  the  adjusting 
wedges  for  the  boxes  placed  one  in- 
side and  one  outside  of  the  pins  which 
prevents  shortening  the  effective 
length  of  the  rod  in  keying  up. 

The  outboard  bearing  has  many  de- 
sirable features.  It  is  seated  upon  a 
sole  plate  which  is  provided  with  a 
parallel  vertical  adjustment  whereby 


Fig.  53. 

the  engine  shaft  may  be  quickly  re- 
stored to  proper  level  when  thrown 
out  by  wear.  By  removing  the  tap- 
bolts  which  hold  the  pillow-block  to 
the  sole  plate,  the  bearing  may  be 
drawn  off  over  the  end  of  the  shaft 
should  necessity  demand  it,  making  it 
unnecessary  to  jack  up  the  shaft  as  is 


CORLISS   STEAM  ENGINES.  187 

usual  in  a  case  of  this  kind,  it  being 
only  necessary  to  take  the  weight  of 
the  shaft  on  blocking.  Further  ad- 
justment is  provided  for  keeping  the 
shaft  square  with  the  center  line  of  the 
engine.  Figure  53  illustrates  these 
points. 


188  HAND  BOOK  OF 


CHAPTER   XXI.         THE    VILTER-CORLISS 
ENGINE. 

The  Vilter-Corliss  engine  illustrated 
in  figure  54  is  one  of  the  most  recent 
developments  of  this  type  of  engine 
with  the  girder  frame. 

The  cylinder  is  fitted  with  circular 
valve  bonnets  and  circular  corners  on 
the  top  of  each  end.  The  absence  of 
sharp  angles  in  the  steam  passage 
gives  a  free,  smooth  passage  for  the  en- 
tering steam. 

The  exhaust  valves  are  so  construct- 
ed that  the  wearing  surfaces  come  be- 
low the  valve  centers  which  insures 
long  life  of  the  valves  with  freedom 
from  leakage.  The  cylinder  is  covered 
with  a  steel  jacket  inside  of  which  is 
placed  an  approved  non-heat  conduct- 
ing filling. 

The  frame,  main  bearing  and  gird- 
er for  engines  up  to  18  inches  are  cast 
in  one  piece,  the  girders  in  all  sizes  be- 
ing of  the  bored  cylindrical  style  with 
a  pedestal  under  the  outer  end. 

The  usual  modern  style  of  valve 
gear,  with  oval  arm  releasing  mechan- 
ism, and  so  arranged  that  it  will  oper- 


CORLISS  STEAM  ENGINES. 


189 


190  HAND   BOOK   OF 

ate  without  the  use  of  springs,  has 
been  adopted. 

The  dash  pots  used  on  this  engine 
are  dust  proof,  perfectly  noiseless,  and 
so  constructed  that  the  usual  cup- 
leather  packing  is  dispensed  with;  the 
cushion  is  regulated  by  turning  a  small 
thumb  screw  as  conditions  require. 
They  are  both  mounted  upon  one  sole 
plate  which  is  bolted  to  the  founda- 
tion. 

The  cross  head  is  of  the  box  pattern 
with  large  shoes  lined  with  babbitt 
metal,  and  adjusted  with  a  wedge  and 
screw.  The  wrist  pin  is  a  taper  fit  in 
the  cross-head  and  is  held  in  place  by 
a  nut.  The  piston  rod  is  either  keyed 
or  screwed  into  the  cross  head  as  re 
quired. 

Solid  end  connecting  rods  with 
wedge  and  screw  arrangement  for 
taking  up  the  wrist  pin  and  crank  pin 
brasses,  are  used. 

The  outboard  bearings  are  fitted 
with  parallel  wedges  interposed  be- 
tween the  bearings  and  a  heavy  sole 
plate,  and  are  capable  of  being  adjust- 
ed both  vertically  and  horizontally 
without  disturbing  the  anchor  bolts, 
which  is  a  splendid  feature. 


COEMSS  STEAM    ENGINES.  191 

Simple  engines  of  this  pattern  are 
built  in  sizes  from  9x24  inch  to  32x54 
inch  cylinders.  Cross  and  tandem 
compound  engines  of  this  make  are  al- 
so built. 


192  HAND   BOOK   OF 


CHAPTER    XXII.        THE    BATES-CORLISS 
ENGINE. 

The  Bates-Corliss  engine,  illustrated 
in  figure  55,  differs  but  slightly  if  at 
all,  in  general  appearance  from  others 
illustrated  in  this  book,  but  the  con- 
struction and  operation  of  its  valve- 
gear  are  worthy  of  more  than  a  pass- 
ing notice.  The  use  of  steel  blocks, 
springs,  hooks,  and  the  usual  small 
parts  have  been  eliminated  in  the  de- 
sign of  this  gear,  and  an  exceedingly 
simple  "folding  device,"  which  accom- 
plishes everything  that  the  hook  me- 
chanism does,  has  been  substituted. 
The  number  of  parts  is  noticeably 
small,  and  all  joints  have  pins  and 
boxes  of  greatly  increased  size,  thus 
the  liability  to  derangement  is  reduced 
to  a  minimum,  and  its  action  rendered 
practically  noiseless. 

The  principles  governing  the  adjust- 
ments of  the  ordinary  "hook"  gear  ap- 
ply equally  to  this  one,  as  will  be  read- 
ily understood  by  reference  to  figure 
56,  which  shows  valve  gear  in  full. 
W  is  the  wrist  plate  which  gives  mo- 
tion to  both  steam  and  exhaust  valves. 


COELISS   STEAM  ENGINES. 


193 


194 


HAND   BOOK   OF 


RR  are  valve  rods  which  operate  the 
steam  valves.  LL  are  connecting 
links  and  are  supported  by  steel  pins 
II  securely  fastened  in  wrist  plate.  PP 
are  small  steel  wrist  pins  connecting 
valve  rods  RR  with  links  LL.  C  is  a 
center  line  drawn  from  center  of  pins 
O  and  I,  which  indicates  the  line  of 
strain  between  the  two  points.  DI) 


Fig.  56. 

are  tripping  arms  moving  to  and  from 
each  other,  varying  point  of  cut-off  to 
suit  load.  They  are  actuated  by  the 
governor  through  rods  GG.  HH  are 
dash  pots  which  instantly  close  steam 
valves  as  soon  as  released  at  wrist 
plate.  Observe  that  the  center  of  pin 
P  on  right  side  which  connects  link  L 
to  valve  rod  R  is  below  center  line  C. 


CORLISS   STEAM  ENGINES. 


195 


The  operation  is  as  follows: — The 
wrist  plate  W  moving  in  the  direction 
indicated  by  the  arrow  wTould  cause 
link  L  to  tighten  and  keep  its  hold  on 
valve  rod  11  until  the  end  of  link  L 


Fig.  57. 

comes  in  contact  with  roller  D  at 
which  point  the  center  of  pin  P  is 
raised  above  center  line  C,  allowing 
the  dash  pot  to  instantly  close  the 
steam  valve,  the  link  assuming  a  sim- 


196 


HAND   BOOK   OF 


ilar  position  to  that  shown  on  left 
hand.  When  the  wrist  plate  com- 
pletes its  motion  in  the  direction  indi- 
cated the  left  hand  link  L  and  rod  II 
will  fold  together  like  that  on  right 
side. 


Fig.  58. 

The  governor  is  of  the  weighted  fly- 
ball  pattern  and  is  provided  with  an 
exceedingly  efficient,  and  perfectly  au- 
tomatic safety  stop  which  is  ready  for 
instant  action  the  moment  the  gover- 
nor begins  to  rise,  in  getting  up  to 
speed. 


COBLISS   STEAM   ENGINES.  197 

C  and  D,  Figs.  57  and  58,  are  inde- 
pendent discs  between  which  is  placed 
spring  F  connected  to  the  hub  of  C 
and  rim  of  I).  The  tension  of  this 
spring  is  resisted  by  pawl  E  on  disc  C, 
thus  causing  discs  C  and  D  to  work  as 
one.  Hod  A  connects  direct  to  the 
governor.  Kods  B  connect  the  trip- 
ping device  at  valve  motion.  Should 
any  accident  befall  the  governor  it 
would  immediately  descend  until  pawl 
E  came  in  contact  with  adjustable 
screw  G,  disengaging  it  from  disc  D, 
thus  allowing  the  spring  F  to  throw 
the  rods  B  back  to  the  earliest  point  of 
cut-off,  shutting  off  steam  and  stop- 
ping the  engine.  When  the  engineer 
stops  his  engine  and  the  governor  de- 
scends, he  pushes  pin  H  into  a  recess 
in  disc  D,  thus  stopping  the  downward 
travel  of  the  governor  at  a  point  wrhere 
pawl  E  will  lack  just  a  trifle  of  being 
in  contact  with  adjustable  screw  G. 
When  the  engine  is  started  in  motion 
again  and  the  governor  rises,  the  pin 
H  is  automatically  forced  out  leaving 
the  automatic  stop  free  to  act. 

The  valves  are  of  generous  dimen- 
sions and  have  large  wearing  surfaces. 
They  are  driven  from  the  end,  the 
valve  stem  being  made  with  a  T  head, 


198 


HAND  BOOK  OF 


suitably  meshing  into  the  end  of  the 
valve.  The  use  of  springs  in  either 
steam  or  exhaust  valves  is  dispensed 
with,  their  construction  rendering 
them  unnecessary.  The  valves  may 
be  removed  without  deranging  the 
valve  gear,  which  is  a  decided  con- 
venience. 


Fig.  59. 

These  engines  are  also  built  with 
special  admission  valves  of  the  flat 
slide  pattern,  driven  by  the  same  gear 
as  the  ordinary  rotative  Corliss  valve. 
This  valve  is  illustrated  in  Figure  59. 

Engines  of  this  make  are  built  in  all 
sizes  and  styles  of  cross  and  tandem 
compound,  vertical  and  horizontal. 


COKLISS   STEAM   ENGINES. 


199 


CHAPTER    XXIII.        THE    WATTS    CAMP- 
BELL CORLISS  ENGINE. 

Figure  60  represents  the  valve-gear 
side  of  a  simple  Watts-Campbell  Cor- 
liss Engine  arranged  for  a  twin  or 
"pair."  The  crank-shaft  and  fly-wheel 
are  made  of  sufficient  strength  to 
transmit  double  the  power  of  one  cyl- 
inder, and  the  end  of  the  shaft,  which 


Fig.  61. 

projects  through  the  outboard  bear- 
ing, is  provided  with  a  key-way  to  hold 
another  crank. 

By  referring  to  Figure  61,  it  will  be 
noticed  that  the  releasing  device  used 
on  these  engines  differs  from  the  usual 
form  of  gear  used  upon  Corliss  en- 


200 


HAND   BOOK    OF 


CORLISS   STEAM   ENGINES.  201 

gines.  The  releasing  arrangement  il- 
lustrated was  devised  with  a  view  to 
eliminating  disturbances  of  the  gover- 
nor at  the  moment  of  "knock  off," 
which  it  very  successfully  accomplish- 
es. The  latch  is  semi-cylindrical  in 
shape  and  has  a  slight  rotary  motion 
in  hooking  on  and  tripping;  the  roller 
upon  the  end  of  the  latch  lever  is  al- 
ways in  contact  with  the  knock  off 
cam  disc,  thus  avoiding  the  jar  usual- 
ly sustained  when  such  devices  depend 
upon  a  blow  for  the  tripping  action. 
The  figure  illustrates  this  gear  so 
plainly  that  a  detailed  description  is 
unneccessary. 

A  dash-pot  of  the  usual  approved 
vacuum  type  is  used  with  this  valve 
gear,  and  its  attachment  to  the  dash 
pot  rod  is  by  means  of  a  ball-and- 
socket  bearing,  which  permits  the 
dash-pot  plunger  to  turn  freely  in  its 
bore,  thus  insuring  uniformity  of  wear 
and  increasing  its  durability.  The 
ball-and:socket  device  also  compen- 
sates for  any  fault  in  alignment,  should 
any  exist,  thus  avoiding  all  danger  of 
binding. 

The  cross  head,  illustrated  in  Figure 
62,  is  of  the  box  type  with  removable 
wrist  pin  and  ample  bearing  surfaces. 


202 


HAND   BOOK   OP 


The  method  adopted  by  the  builders 
of  this  engine  for  adjusting  the  cross 
head  in  the  guides  is  such  that  when 
the  lock  nuts  are  properly  screwed  up, 
the  cross  head  and  shoes  have  the  ri- 
gidity of  one  solid  piece.  In  all  en- 
gines of  this  make  the  piston  rod  is 
keyed  into  both  the  cross  head  and  the 
piston. 


Fig.  62. 

The  connecting  rod  is  made  with  the 
ordinary  strap  end,  and  gib-and-key 
adjustment,  and  is  "six  cranks''  long 
or  three  times  the  length  of  stroke  of 
piston,  which  is  somewhat  longer  than 
the  usual  practice. 

These  engines  are  built  in  all  sizes 
from  ten  inch  up  to  thirty-four  inch 
cylinders,  also  cross  and  tandem  com- 
pound engines. 


COKLISS   STEAM   ENGINES.  203 


CHAPTER  XXIT.         THE  FISHKILL  COR- 
LISS ENGINE. 

The  Fishkill  Corliss  engine  is  of  the 
usual  design  of  this  type,  and  is  built 
with  the  girder  frame  of  generous  di- 
mensions and  excellent  distribution  of 
material.  Figure  63  is  a  view  of  the 
valve-gear-side  of  a  simple  engine  of 
this  make. 

The  valves  are  made  of  cast  iron, 
with  large  wearing  surfaces,  and  may 
be  removed  from  their  chambers,  with- 
out disturbing  the  valve-gear,  by  tak- 
ing off  the  back  valve  bonnets. 

The  piston  is  very  strongly  built, 
and  is  attached  to  the  piston  rod  by 
a  cross  key  and  the  end  of  the  rod  is 
riveted.  The  weight  of  the  piston  is 
carried  on  a  junk  rink,  adjusted  by 
screws  in  the  spider  so  that  it  shall 
sustain  all  the  wear,  while  the  spider, 
follower  and  packing  rings  are  kept 
central  in  the  cylinder  bore.  The 
packing  rings  are  self  adjusting;  two 
being  used  in  the  larger  sizes  and  one 
only  in  the  smaller  engines.  Figure 
64  illustrates  the  design  of  this  piston 
thoroughly. 


204 


HAND   BOOK   OF 


00     rr* 

«   § 


CORLISS   STEAM   ENGINES. 


205 


The  cross-head  is  of  the  box  pattern 
with  removable  wrist  pin,  and  is  keyed 
to  the  pistol  rod.  The  shoes,  which 
have  large  wearing  surfaces  are 


64. 


vided  with  a  very  convenient  means  of 
adjustment  consisting  of  taper  keys 
extending  across  the  cross  head  in- 
stead of  longitudinally;  by  the  keys 
the  shoes  may  be  quickly  and  easily 
removed  whenever  necessary.  See 
Figure  65. 

The  connecting  rod  is  of  hammered 
wrought  iron,  is  six  cranks  long,  and  is 
fitted  with  straps,  gibs  and,  keys  in 
the  usual  manner. 

The  principal  feature  of  this  engine 
is  its  valve-^ear,  or  rather  the  releas- 


206 


HAND   BOOK   OF 


ing  device,  known  as  Cite's  Releasing 
Valve-Gear,  and  is  designed  to  relieve 
the  governor  of  the  work  of  actual 
tripping,  thereby  permitting  it  to 
more  correctly  perform  the  actual 
wrork  of  indicating  the  proper  time 
when  the  valves  should  be  released. 


Fig.  65. 

The  following  illustrations  show 
Cite's  Releasing  Valve-Gear.  Figure 
66  is  a  front  elevation.  Figure  67  is  a 
plan,  and  Figure  68  is  a  rear  elevation 
of  this  device  as  it  appears  when  en- 
gaged, and  in  the  middle  of  its  travel. 

In  all  the  figures,  A  represents  the 
valve-stem,  and  B  the  valve-lever 
which  is  secured  to  end  of  valve-stem 
by  feather  and  set-screw.  C-C'  is  a 
double  crank  vibrating  loosely  on  a 
projection  of  the  bonnet  which  sup- 


COBLISS  STEAM  ENGINES. 


207 


ports  the  valve-stem,  and  this  double- 
crank  is  connected  by  an  adjustable 
link-rod  X  to  the  wrist-plate  from 
which  it  receives  its  motion.  The  end 
of  the  arm  C  carries  a  small  rock-shaft 


Fig.  66. 


D  which  has  a  hook  E  fastened  on  one 
end.  This  hook  is  provided  with  a 
hardened  steel  catch-plate  which  en- 
gages a  similar  plate  c  fastened  on  the 


HAND   BOOK   OF 


end  of  valve-lever  B?  and  the  hook  is 
kept  in  place  by  a  light  spring  f. 

On  the  end  of  rock-shaft  D,  opposite 
the  hook  E,  is  fixed  a  lever  F,  having  a 


Fig-.  67. 

pin  h  on  which  is  mounted  a  friction 
roller  R.  The  triple  lever  HH'  H"  os- 
cillates upon  a  projection  of  the  bon- 
net which  supports  the  valve-stem; 
the  arm  H  is  connected  by  an  ad  jus- 


CORLISS  STEAM  ENGINES. 


209 


table  rod  Z  to  the  governor;  the  arm 
H'  has  a  pin  j  on  which  is  mounted 
a  friction  rolled  E,  and  on  the  arm 
H"  is  mounted  an  adjustable  cam 
W  (or  a  friction  roller),  which  is  used 
for  the  stop  motion. 


Fig.  68. 


By  referring  to  Figure  68,  in  which 
the  double  crank  CC'  is  moved  by  the 
wrist-plate  in  the  direction  indicated 
by  the  arrow,  it  will  be  seen  that  all 


210  HAND  BOOK  OF 

the  parts  which  are  connected  to  the 
double  crank  CC'  will  move  around  the 
center  of  valve-stem  A ;  the  side  of  fric- 
tion roller  Ii'  nearest  to  the  valve-stem 
will  describe  an  arc  of  a  circle  indicat- 
ed in  the  figure  by  a  broken  line,  and 
when  it  passes  over  roller  E  it  will  be 
pushed  away  from  the  center  of  valve- 
stem  A,  thereby  causing  the  small 
rock-shaft  D  to  turn  slightly,  and  at 
the  same  time  to  move  the  engaging- 
point  of  hook  E  far  enough  to  release 
the  valve-lever  B,  when  the  dash-pot 
will  act  and  close  the  valve. 

At  the  moment  of  release,  the  pres- 
sure on  the  triple  lever  caused  by  the 
liberation  will  be  exerted  in  a  radial 
line  from  j  to  A;  by  the  action  of  the 
friction  rollers  R  and  K'  there  will  be 
no  appreciable  strain  to  turn  the 
triple  lever  on  its  axis,  and  conse- 
quently there  will  be  no  tendency  to 
disturb  the  normal  action  of  the  gov- 
ernor. As  the  position  of  the  triple 
lever  is  controlled  by  the  governor, 
any  variation  in  the  height  of  the  gov- 
ernor caused  by  change  of  load  on  en- 
gine will  change  the  position  of  point 
j  and  of  roller  E,  and  so  make  varia- 
tions in  the  times  of  release  of  steam 
valves  and  in  corresponding  point  of 
cut-off  in  steam  supply  to  cylinder. 


CORLISS   STEAM  ENGINES. 

The  action  of  the  Automatic  Safety 
Stop  is  as  follows:  When  the  engine 
is  at  its  lowest  normal  speed,  and  the 
hook  E  is  at  the  point  of  engagement 
with  the  valve-lever  B,  the  roller  11' 
conies  nearly  in  contact  with  the  ad- 
justable cam  W  (or  friction  roller), 
which  is  mounted  on  arm  H"  of  the 
triple  lever.  Now,  should  the  gover- 
nor belt  be  broken,  or  if  from  any 
other  cause  the  governor  balls  should 
fall  belowr  the  point  corresponding  to 
the  lowest  normal  speed,  the  triple 
lever  will  move  in  the  direction  of  the 
arrow,  Figure  68;  the  cam  W  (or  fric- 
tion roller)  will  come  in  the  way  of  the 
roller  R',  which  will  ride  on  the  top  of 
it,  thus  preventing  the  hook  E  from 
engaging  with  the  end  of  valve-lever 
B,  and  the  valve  will  remain  closed. 
No  steam  being  admitted,  the  engine 
will  stop. 

In  connection  with  the  above,  a 
simple  attachment  is  placed  on  the 
governor  column,  by  means  of  which 
the  action  of  the  stop  motion  may  be 
suspended  or  made  operative  at  any 
time  by  the  engineer;  and  when  sus- 
pended, the  engine  can  be  stopped  and 
started  in  the  unsual  way. 


INDEX 


PART  I.— ERECTING  CORLISS  ENGINES. 


Adjusting  the  cross  head,        .  , '  .53 

Anchor  bolt,  casings  for           .  .  .24 

"     tightening  the     .  .  45-47 

plates,                .            .  .53 

Bearings,  levelling  the  main  .  .  .32 

"  scraping  "  *?  .  .  .  .48 

Belt,  locating  the  hole  for  the  .  .18 

Bolts,  follower  .  .  .  .  .52 

"  shrinking  in  .  .  .  .  50 

' '  tightening  in  the  frame  .  .  45 

Building  in  the  anchor  bolts,  .  .      24 

Calipers,              .            .            .  .  40-43 

Cap  stones,  dressing  the           .  .  .29 

Cement  filling  between  engine  and  cap  stones,      46 

Center  line,  establishing  the    .  .  17-19 

"        "     setting  the             .  .  '      39 

"        "     supports  for  the    .  .  .37 

Cleaning  the  cylinder  and  piping,     ;.  .50 

Clearance,  equalizing  the         .        ^    .  -    .      54 

Concrete,             .            .            .  .  .12 

Crank  shaft,  levelling  the  .  .       36 

* '      setting  parallel  to  the  line  shaft,       35 

Cross-head,  adjusting  the         ..  •  •      53 

Driving  keys,    .           .            .  .  .46 

Engine,  location  of  the           .  .  .        9 

Filling  for  joint  between  engine  and  cap 

stones,              .            .            .  .  .46 

Fly  wheel,  putting  on  the        .  .  .48 

Follower  bolts,   .            .            .  .  .52 

Foundation  materials,  .            .  ,  .25 


INDEX.  213 

Foundation  preparing  the  ground  for  the  .       11 

Frame,  main  bearing  and  cylinder     .  .      30 

"       rocking  of ,  due  to  tightening  the  bolts,   45 

Gauge  marks  on  rod  ends,       .         •  .  .57 

Hub-bolts,  shrinking  in 'the    .  50 

Joints  in  the  frame,  bolting  the         „  .       45 

Keying  the  fly  wheel,               .            .  .48 

Kind  of  line  to  use  through  the  cylinder,  .       38 

levelling  the  main  bearings,  .            .  .32 

"           "   center  line,        .            .  .      40 

"  crank  shaft,        .            .    ,  .      36 

"           "  cylinders  and  guides,    .  .      39 

wedges  for    .            .            .;,  .      30 

Line,  best  kind  of          .            .            .  .38 

**     laying  out  the  preliminary        .  .       13 

"     import  position  of  the    .          ...  .39 

"     setting  the  center           .            .  .39 

* '          ' '        "    guides  horizontally  to  the  .      44 

Lines,  laying  at  right  angles    .            .  .17 

Lining  up  the  cylinders  and  guides,  .  .       42 

' '       the  requirements  of                  .  .34 

Materials  for  concrete,             ..  ;        •  .      12 

"           "  foundations                      .  .       25 


Pipe  scale,  removing 
Piston,  centering  the 
Plans, 

Plumb  bobs, 
Putting  on  fly  wheels, 


51 
52 
11 
15 

48 


Putting  the  main  parts  in  position,     .  L       30 

Reference  marks  on  piston  and  piston  rods,    53-57 

Soft  metal  filling,  .  .  .  .46 

Striking-points  on  guides,        .  .  .54 

Supports  for  the  line,    ...  18  37 


214 


INDEX. 


Targets,  . 

Template,  building  the 

setting  up  the 
Tram  guage,       .  . 

Valves,  description  of  the 

' '       putting  in  the  . 
Valve  motion,  setting  up  the 

Wedges  for  levelling,    . 


18 
22 
25 

57 

58 
61 


30 


PART  II.-ADJUSTING  CORLISS  VALVES. 


Adjusting  the  governor,          .  .  .    101 

"    dash  pot  rods,    .  .  .79 

"         "   eccentric  rod  to  proper  length,      85 
"   reach          "    "      "          "  85 

"  "  travel  of  the  rocker  arm,  .  84 
Acceleration  and  retardation  of  the  recipro- 
cating motion,  .  *  .  .94 
Admission  line,  .  .  .  .110 
Advancing  the  eccentric,  .  .  .96 
Angularity  of  the  connecting  rod,  .  .103 
Areas  of  circles,  .  .  ,  .  139 

Babbitt  and  Harris  piston  packing,  .  .167 

Balancing  the  load,       ....     106 
Bearings,  the  main        .  .  ..        173-186 

Centering  the  engine,  .            ,            .  87-91 

Coal  per  horse  power,    .            .            .  132 

Compression,  advantages  of     .            .  112 

line,         ...  110 

Connecting  rods,  keying  up  the  brasses  of  119 

"      solid  ended,             .  119 

"          rod  of  Filer  &  Stowell  engine,  174 

Crab-claw  gear,              ...  70 

"     faults  in          .            .  122 

"             "     improper  care  of  the  124 

"             "     wear  of  the  steels  in  123 

Cut-off,  equalizing  the  point  of         .  103-107-115 


£15 

Cut-off,  the  point  of      .            .            .  67-111 

Cylinder  lubrication,     .            .            .  81-117 

of  The  Sioux  Corliss  engine,  .     185 

Dash  pots,  the  Harris-Corliss             .  .     155 

"     Gordon's    .            .            .  .156 

"     pot  rods,  adjusting  the  length  of  the  .      79 

Double  eccentrics,         ....     128 

"       ported  steam  valve,      .            .  .127 

Eccentric,  position  of,  for  valve  without  cap 

or  lead,             .            .            .            4  .       67 

Eccentric,  lateral  position  of  the         .  .       82 

setting  the    .            .            .  98-131 

marking  the             .            .  .120 

"          rod,  adjusting  the  length  of  the  .      85 

Eccentrics,  advantages  of  using  independent, 

for  steam  and  exhaust  valves,           .  .130 

Engine,  The  Columbian-Corliss         .  .     168 

Eclipse-Corliss    .           ".  .     159 

Filer  &  Stowell-Corliss  .     172 

Geo.  H.  Corliss  .            .  .178 

Harris-Corliss      .            .  .     152 

Philadelphia-Corliss       .  .156 

Keynolds-Corliss            .  .    145 

Sioux-Corliss       .            .  .     183 

Vilter-Corliss       .            .  .188 

"        room  tools,      .            .            .  .125 

"        starting  a  new              .            .  .     117 

"        with  two  eccentrics,    .            i  .     128 

Equivalent  evaporation,            .            .  .     136 

Evaporation  per  pound  of  coal,           .  .     133 

Exhaust  line,      .            .            .            .  .110 

valves,              .         v  ,           '.  76-185 

Expansion  line,              .            ,           .  .110 

Factor  of  equivalent  evaporation,       .  .     135 

Formula  for  determining  the  horse-power  .     134 

Fuel  notes,          .            .            .            .  .136 

Gordon's  improved  valve  gear,           .  .     156 

Governor,  adjusting  the            .            .  .     101 

"         care  of  the    .  121 


216 


INDEX. 


Governor  of  The  Columbian-Corliss  engine,  168 

"        Eclipse-Corliss  engine,       .  162 

Sioux-Corliss  engine,         .  183 

safety  stop,  adjusting  the  .  102 

Half  -moon  gear,  .  .  .  .71 

Harris-  Corliss  releasing  gear,  .  .  .     154 

Heat,  latent  and  total    .  .  .  .135 

Horse-power  and  dimensions,  a  table  of  .     144 

formula,   .  .  .  .134 

Indicator  diagram,  an  ideal    .  .  .  110 

a  good  example  of    an 

actual  ......  113 

Indicator  diagram,  names  of  the  lines  on  the  110 

Keying  up  brasses,       .  .  .  .119 


and  lead,  a  table  of  .  .  .78 

effect  of  adding,  to  the  exhaust  valve     .      77 
'  '    and  lead,  effect  on  the  eccentrics  position     94 
Lead,  how  it  is  obtained          .  .  .98 

Marking  eccentrics,      ....     120 
Multipliers,  convenient  approximate  .     138 

Oval  arm  gear,  .  .  .  ,       .V  .      72 

Port,  working  edge  of  .  .  .76 

Properties  of  saturated  steam,  .          134-143 

Range  of  cut-off,           .            .            .,  96-130 

Reach-rod,  adjusting  length  of  the     .  .      85 

"         of  The  Sioux-Corliss  engine,  .     183 

Eeciprocating  motion,  the  peculiarities  of  .      94 

Booker  arm,  adjusting  the  travel  of  the  .      84 

Safety  stops,       .         •'  .'  "     -,  108-118-168 

Setting  the  eccentric,    .            .        .  98-131 

"  valves,          .  .73 

Steam,  action  of,  in  one  revolution  .     Ill 

"       line,        .            .            .  .     110 

"       valve,  the  double  ported  .     127 


INDEX.  217 

Table  of  areas  of  circles,           .            .  .     139 

"       "  horse-power  and  dimensions,  .     144 

"       "  lap  and  lead,                .            .  .78 

"       "  properties  of  saturated  steam,  .     143 

Terminal  pressure,         .            .            .  .112 

Tramming  the  fly  wheel  to  locate  the  dead 

center,              .            .-            .            .  .88 

Tools  for  the  engine  room,       .            .  .125 

Total  heat  in  steam,       .            .            .  .135 

Unhooking  device  of  the  Sioux-Corliss  engine,  183 

Valve  gears,        .            .            .            „  .70 

Valves  of  the  Eclipse-Corliss  engine,  .     159 

laps  of  the           .            .            .  .66 

marks  on  the  end  of  the           .  .73 

the  position  of  the  exhaust,      .  .      77 

slide,        .            .            .            .  .65 

squaring  the      -.            .            .  .      73 

slide  and  Corliss  compared,      .  .       68 

travel  of  a  slide,             .         \.  .92 

TVater,  horse-power  required  to  elevate  .  137 

memoranda  on  .  .  133-136 

consumption  per  horse-power,  .  132 

pressure  of  a  column  of  .  .  137 

Wrist  plate,  travel  marks  on  a  .  .74 

"  "  motion  of  a  69 


APPENDIX  TO  INDEX. 


Bates-Corliss  Engine, 


hook  adjustment, 
valve  gear, 
governor, 
safety  stop, 


192 
192 
192 
194 
196 


218  INDEX. 

Fishkill-Corliss  Engine,  .  •  .  .203 

"  "  "  packing  rings,  .  205 

cross  head,  .  .  206 

"  "  "  releasing  gear,  .  206 

valve  gear,    .  .     206 

Watts-Campbell  Engine,          .  .  .199 

"  "  "        releasing  device,    .     199 

cross  head,  .     202 


ADVEETISEMENTS. 


219 


«tf) 


CO 


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author's  professional  career,  extending  over  a  third  of  a 
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